Systems and methods for controlling a flight boundary of an aircraft

ABSTRACT

A system for controlling a flight boundary of an aircraft. The system includes a flight controller communicatively connected to the aircraft. The flight controller is configured to receive a plurality of flight data linked with the aircraft, determine a flight boundary for the aircraft as a function of the plurality of flight data, set an aircraft movement limit as a function of the flight boundary, receive a pilot instruction, and generate a control signal for the aircraft as a function of the aircraft movement limit and the pilot instruction. The control signal is limits the aircraft to remain within the flight boundary. A method for controlling a flight boundary of an aircraft is also provided.

FIELD OF THE INVENTION

The present invention generally relates to the field of aviation. Inparticular, the present invention is directed to systems and methods forcontrolling a flight boundary of an aircraft.

BACKGROUND

It is important to have the capability to accurately determinepermissible boundaries for aircrafts to fly within. However, this can bea challenge given the many factors which may have to be taken intoconsideration when determining and implementing aircraft flighttrajectories.

SUMMARY OF THE DISCLOSURE

In an aspect a system for controlling a flight boundary of an aircraftis provided. The system generally includes a flight controllercommunicatively connected to the aircraft. The flight controller isconfigured to receive a plurality of flight data linked with theaircraft, determine a flight boundary for the aircraft as a function ofthe plurality of flight data, set an aircraft movement limit as afunction of the flight boundary, receive a pilot instruction, andgenerate a control signal for the aircraft as a function of the aircraftmovement limit and the pilot instruction. The control signal limits theaircraft to remain within the flight boundary.

In another aspect a method for controlling a flight boundary of anaircraft is provided. The method generally includes receiving, by aflight controller communicatively connected to an aircraft, a pluralityof flight data linked with the aircraft, determining, by the flightcontroller, a flight boundary for the aircraft as a function of theplurality of flight data, setting, by the flight controller, an aircraftmovement limit as a function of the flight boundary, receiving, by theflight controller, a pilot instruction, generating, by the flightcontroller, a control signal for the aircraft as a function of theaircraft movement limit and the pilot instruction. The control signallimits the aircraft to remain within the flight boundary.

In yet another aspect a computer program product for controlling aflight boundary of an aircraft using a flight controller is provided.The computer program product is embodied in a non-transitory computerreadable storage medium. The computer program product includesinstructions for receiving a plurality of flight data linked with theaircraft, determining a flight boundary for the aircraft as a functionof the plurality of flight data, setting an aircraft movement limit as afunction of the flight boundary, receiving a pilot instruction, andgenerating a control signal for the aircraft as a function of theaircraft movement limit and the pilot instruction, wherein the controlsignal limits the aircraft to remain within the flight boundary.

These and other aspects and features of non-limiting embodiments of thepresent invention will become apparent to those skilled in the art uponreview of the following description of specific non-limiting embodimentsof the invention in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

For the purpose of illustrating the invention, the drawings show aspectsof one or more embodiments of the invention. However, it should beunderstood that the present invention is not limited to the precisearrangements and instrumentalities shown in the drawings, wherein:

FIG. 1 is a diagrammatic representation of an exemplary embodiment of anaircraft;

FIG. 2A is a block diagram of an exemplary embodiment of a system forcontrolling a flight boundary of an aircraft;

FIG. 2B is a schematic illustration of an exemplary embodiment of aflight boundary for an aircraft.

FIG. 3 is a block diagram of an exemplary embodiment of a flightcontroller;

FIG. 4 is a block diagram of an exemplary embodiment of amachine-learning module;

FIG. 5 is a block diagram of an exemplary embodiment of a method forcontrolling a flight boundary of an aircraft; and

FIG. 6 is a block diagram of a computing system that can be used toimplement any one or more of the methodologies disclosed herein and anyone or more portions thereof.

The drawings are not necessarily to scale and may be illustrated byphantom lines, diagrammatic representations and fragmentary views. Incertain instances, details that are not necessary for an understandingof the embodiments or that render other details difficult to perceivemay have been omitted.

DETAILED DESCRIPTION

At a high level, aspects of the present disclosure are directed tosystems and methods for controlling a flight boundary of an aircraft. Inan embodiment, a flight controller is used to implement these systemsand methods. Aspects of the present disclosure can be used to determineand or generate a flight boundary for a particular aircraft based onconsiderations unique to that aircraft. Aspects of the presentdisclosure can also be used to set an aircraft movement limit foraircraft as function of the determined flight boundary. This is so, atleast in part, because a particular pilot's identity, background and/orexperience can be used in the setting of aircraft movement limit.Aspects of the present disclosure can generate a control signal based onthe set aircraft movement limit and a pilot instruction to make adecision on whether or not to accept pilot instruction. This can beadvantageous in maintaining a predetermined flight boundary as well asto provide a safeguard against pilot error and/or inexperience. Aspectsof the present disclosure desirably allow for updating flight boundaryand/or aircraft movement limit(s) pre-flight and in-flight based oncurrent data and information. Exemplary embodiments illustrating aspectsof the present disclosure are described below in the context of severalspecific examples.

Referring now to FIG. 1 , an exemplary embodiment of an aircraft 100which operates in conjunction with, incorporates and/or includes asystem for controlling flight boundary of an aircraft is illustrated. Asused in this disclosure, an “aircraft” is any vehicle that may fly bygaining support from the air. As a non-limiting example, aircraft mayinclude airplanes, helicopters, commercial, personal and/or recreationalaircrafts, instrument flight aircrafts, drones, electric aircrafts,airliners, rotorcrafts, vertical takeoff and landing (VTOL) aircrafts,jets, airships, blimps, gliders, paramotors, quad-copters, unmannedaerial vehicles (UAVs) and the like. In an embodiment, aircraft may bean electric aircraft. As used in this disclosure, an “electric aircraftis an electrically powered aircraft such as one powered by one or moreelectric motors or the like. In an embodiment, electric (or electricallypowered) aircraft may be an electric vertical takeoff and landing(eVTOL) aircraft. Electric aircraft may be capable of rotor-basedcruising flight, rotor-based takeoff, rotor-based landing, fixed-wingcruising flight, airplane-style takeoff, airplane-style landing, and/orany combination thereof. Electric aircraft may include one or moremanned and/or unmanned aircrafts. Electric aircraft may include one ormore all-electric short takeoff and landing (eSTOL) aircrafts. Forexample, and without limitation, eSTOL aircrafts may accelerate theplane to a flight speed on takeoff and decelerate the plane afterlanding. In an embodiment, and without limitation, electric aircraft maybe configured with an electric propulsion assembly. Including one ormore propulsion and/or flight components. Electric propulsion assemblymay include any electric propulsion assembly (or system) as described inU.S. Nonprovisional application Ser. No. 16/703,225, filed on Dec. 4,2019, and entitled “AN INTEGRATED ELECTRIC PROPULSION ASSEMBLY,” theentirety of which is incorporated herein by reference.

Still referring to FIG. 1 , as used in this disclosure, a “verticaltake-off and landing (VTOL) aircraft” is one that can hover, take off,and land vertically. An “electric vertical takeoff and landing aircraft”or “eVTOL aircraft”, as used in this disclosure, is an electricallypowered aircraft typically using an energy source, of a plurality ofenergy sources to power the aircraft. In order to optimize the power andenergy necessary to propel the aircraft, eVTOL may be capable ofrotor-based cruising flight, rotor-based takeoff, rotor-based landing,fixed-wing cruising flight, airplane-style takeoff, airplane stylelanding, and/or any combination thereof. Rotor-based flight, asdescribed herein, is where the aircraft generates lift and propulsion byway of one or more powered rotors or blades coupled with an engine, suchas a “quad copter,” multi-rotor helicopter, or other vehicle thatmaintains its lift primarily using downward thrusting propulsors.“Fixed-wing flight”, as described herein, is where the aircraft iscapable of flight using wings and/or foils that generate lift caused bythe aircraft's forward airspeed and the shape of the wings and/or foils,such as airplane-style flight. In an embodiment, aircraft 100 may be ahybrid-electric aircraft and may be powered by a hybrid-electric powersystem. A “hybrid-electric aircraft,” as used in the present disclosure,is a type of hybrid aircraft that combines an internal combustion engine(ICE) system with an electric propulsion system.

Still referring to FIG. 1 , aircraft 100, in some embodiments, maygenerally include a fuselage 104, a flight component 108 (or a pluralityof flight components 108), a pilot control 120, a flight controller 124,and a sensor 128 (or a plurality of sensors 128). In one embodiment,flight components 108 may include at least a lift component 112 (or aplurality of lift components 112) and at least a pusher component 116(or a plurality of pusher components 116). In some embodiments, and asdescribed further below with reference to at least FIG. 2A, aircraft 100operates in conjunction with, incorporates and/or includes a system forcontrolling flight boundary thereof including at least a flightcontroller.

With continued reference to FIG. 1 , as used in this disclosure a“fuselage” is the main body of an aircraft, or in other words, theentirety of the aircraft except for the cockpit, nose, wings, empennage,nacelles, any and all control surfaces, and generally contains anaircraft's payload. Fuselage 104 may include structural elements thatphysically support a shape and structure of an aircraft. Structuralelements may take a plurality of forms, alone or in combination withother types. Structural elements may vary depending on a constructiontype of aircraft such as without limitation a fuselage 104. Fuselage 104may comprise a truss structure. A truss structure may be used with alightweight aircraft and comprises welded steel tube trusses. A “truss,”as used in this disclosure, is an assembly of beams that create a rigidstructure, often in combinations of triangles to createthree-dimensional shapes. A truss structure may alternatively comprisewood construction in place of steel tubes, or a combination thereof. Inembodiments, structural elements may comprise steel tubes and/or woodbeams. In an embodiment, and without limitation, structural elements mayinclude an aircraft skin. Aircraft skin may be layered over the bodyshape constructed by trusses. Aircraft skin may comprise a plurality ofmaterials such as plywood sheets, aluminum, fiberglass, and/or carbonfiber.

Still referring to FIG. 1 , it should be noted that an illustrativeembodiment is presented only, and this disclosure in no way limits thesystems and methods as disclosed herein. In embodiments, fuselage 104may be configurable based on the needs of the aircraft per specificmission or objective. The general arrangement of components, structuralelements, and hardware associated with storing and/or moving a payloadmay be added or removed from fuselage 104 as needed, whether it isstowed manually, automatedly, or removed by personnel altogether.Fuselage 104 may be configurable for a plurality of storage options.Bulkheads and dividers may be installed and uninstalled as needed, aswell as longitudinal dividers where necessary. Bulkheads and dividersmay be installed using integrated slots and hooks, tabs, boss andchannel, or hardware like bolts, nuts, screws, nails, clips, pins,and/or dowels, to name a few. Fuselage 104 may also be configurable toaccept certain specific cargo containers, or a receptable that can, inturn, accept certain cargo containers.

Still referring to FIG. 1 , aircraft 100 may include a plurality oflaterally extending elements attached to fuselage 104. As used in thisdisclosure a “laterally extending element” is an element that projectsessentially horizontally from fuselage, including an outrigger, a spar,and/or a fixed wing that extends from fuselage. Wings may be structureswhich include airfoils configured to create a pressure differentialresulting in lift. Wings may generally dispose on the left and rightsides of the aircraft symmetrically, at a point between nose andempennage. Wings may comprise a plurality of geometries in planformview, swept swing, tapered, variable wing, triangular, oblong,elliptical, square, among others. A wing's cross section geometry maycomprise an airfoil. An “airfoil” as used in this disclosure is a shapespecifically designed such that a fluid flowing above and below it exertdiffering levels of pressure against the top and bottom surface. Inembodiments, the bottom surface of an aircraft can be configured togenerate a greater pressure than does the top, resulting in lift.Laterally extending element may comprise differing and/or similarcross-sectional geometries over its cord length or the length from wingtip to where wing meets the aircraft's body. One or more wings may besymmetrical about the aircraft's longitudinal plane, which comprises thelongitudinal or roll axis reaching down the center of the aircraftthrough the nose and empennage, and the plane's yaw axis. Laterallyextending element may comprise controls surfaces configured to becommanded by a pilot or pilots to change a wing's geometry and thereforeits interaction with a fluid medium, like air. Control surfaces maycomprise flaps, ailerons, tabs, spoilers, and slats, among others. Thecontrol surfaces may dispose on the wings in a plurality of locationsand arrangements and in embodiments may be disposed at the leading andtrailing edges of the wings, and may be configured to deflect up, down,forward, aft, or a combination thereof. An aircraft, including adual-mode aircraft may comprise a combination of control surfaces toperform maneuvers while flying or on ground. In some embodiments,winglets may be provided at terminal ends of the wings which can provideimproved aerodynamic efficiency and stability in certain flightsituations. In some embodiments, the wings may be foldable to provide acompact aircraft profile, for example, for storage, parking and/or incertain flight modes.

With continued reference to FIG. 1 , aircraft 100 may include aplurality of flight components 108. As used in this disclosure a “flightcomponent” is a component that promotes flight and guidance of anaircraft. Flight component 108 may include energy sources, powersources, thrust components, lift components, control links to one ormore elements, fuses, and/or mechanical couplings used to drive and/orcontrol any other flight component. Flight component 108 may include amotor that operates to move one or more flight control components, todrive one or more propulsors, or the like. A motor may be driven bydirect current (DC) electric power and may include, without limitation,brushless DC electric motors, switched reluctance motors, inductionmotors, or any combination thereof. A motor may also include electronicspeed controllers or other components for regulating motor speed,rotation direction, and/or dynamic braking. Flight component 108 mayinclude an energy source. An energy source may include, for example, agenerator, a photovoltaic device, a fuel cell such as a hydrogen fuelcell, direct methanol fuel cell, and/or solid oxide fuel cell, anelectric energy storage device (e.g. a capacitor, an inductor, and/or abattery). An energy source may also include a battery pack, a battery, abattery cell, or a plurality of battery cells connected in series into amodule and each module connected in series or in parallel with othermodules. Configuration of an energy source containing connected modulesmay be designed to meet an energy or power requirement and may bedesigned to fit within a designated footprint in an aircraft.

Still referring to FIG. 1 , in an embodiment, flight component 108 maybe mechanically coupled to an aircraft. As used herein, a person ofordinary skill in the art would understand “mechanically coupled” tomean that at least a portion of a device, component, or circuit isconnected to at least a portion of the aircraft via a mechanicalcoupling. Said mechanical coupling can include, for example, rigidcoupling, such as beam coupling, bellows coupling, bushed pin coupling,constant velocity, split-muff coupling, diaphragm coupling, disccoupling, donut coupling, elastic coupling, flexible coupling, fluidcoupling, gear coupling, grid coupling, hirth joints, hydrodynamiccoupling, jaw coupling, magnetic coupling, Oldham coupling, sleevecoupling, tapered shaft lock, twin spring coupling, rag joint coupling,universal joints, or any combination thereof. In an embodiment,mechanical coupling may be used to connect the ends of adjacent partsand/or objects of an aircraft. Further, in an embodiment, mechanicalcoupling may be used to join two pieces of rotating aircraft components.

Still referring to FIG. 1 , in an embodiment, plurality of flightcomponents 108 of aircraft 100 may include at least a lift component 112and at least a pusher component 116 which are described in furtherdetail later herein with reference to at least FIG. 2A. In anembodiment, aircraft 100 may include a pilot control 120 which is alsodescribed further with reference to at least FIG. 2A. In an embodiment,pilot control 120 may be located in a cockpit, or the like, of aircraft100. In another embodiment, pilot control 120 may be remote fromaircraft 100, for example, at a flight simulator, or the like.

With continued reference to FIG. 1 , in some embodiments, electricaircraft 100 is communicatively coupled to flight controller 124 whichis described further with reference to at least FIG. 2A and FIG. 3 . Asused in this disclosure a “flight controller” is a computing device of aplurality of computing devices dedicated to data storage, security,distribution of traffic for load balancing, and flight instruction. Inembodiments, flight controller may be installed in an aircraft, maycontrol the aircraft remotely, and/or may include an element installedin the aircraft and a remote element in communication therewith. Flightcontroller 124, in an embodiment, may be located within fuselage 104 ofaircraft. In accordance with some embodiments, flight controller may beconfigured to operate a vertical lift flight (upwards or downwards, thatis, takeoff or landing), a fixed wing flight (forward or backwards), atransition between a vertical lift flight and a fixed wing flight, and acombination of a vertical lift flight and a fixed wing flight.

Still referring to FIG. 1 , in an embodiment, and without limitation,flight controller 124 may be configured to operate a fixed-wing flightcapability. A “fixed-wing flight capability” can be a method of flightwherein the plurality of laterally extending elements generate lift. Forexample, and without limitation, fixed-wing flight capability maygenerate lift as a function of an airspeed of aircraft 100 and one ormore airfoil shapes of the laterally extending elements. As a furthernon-limiting example, flight controller 124 may operate the fixed-wingflight capability as a function of reducing applied torque on lift(propulsor) component 112. In an embodiment, and without limitation, anamount of lift generation may be related to an amount of forward thrustgenerated to increase airspeed velocity, wherein the amount of liftgeneration may be directly proportional to the amount of forward thrustproduced. Additionally or alternatively, flight controller may includean inertia compensator. As used in this disclosure an “inertiacompensator” is one or more computing devices, electrical components,logic circuits, processors, and the like there of that are configured tocompensate for inertia in one or more lift (propulsor) componentspresent in aircraft 100. Inertia compensator may alternatively oradditionally include any computing device used as an inertia compensatoras described in U.S. Nonprovisional application Ser. No. 17/106,557,filed on Nov. 30, 2020, and entitled “SYSTEM AND METHOD FOR FLIGHTCONTROL IN ELECTRIC AIRCRAFT,” the entirety of which is incorporatedherein by reference.

In an embodiment, and still referring to FIG. 1 , flight controller 124may be configured to perform a reverse thrust command. As used in thisdisclosure a “reverse thrust command” is a command to perform a thrustthat forces a medium towards the relative air opposing aircraft 100.Reverse thrust command may alternatively or additionally include anyreverse thrust command as described in U.S. Nonprovisional applicationSer. No. 17/319,155, filed on May 13, 2021, and entitled “AIRCRAFTHAVING REVERSE THRUST CAPABILITIES,” the entirety of which isincorporated herein by reference. In another embodiment, flightcontroller may be configured to perform a regenerative drag operation.As used in this disclosure a “regenerative drag operation” is anoperating condition of an aircraft, wherein the aircraft has a negativethrust and/or is reducing in airspeed velocity. For example, and withoutlimitation, regenerative drag operation may include a positive propellerspeed and a negative propeller thrust. Regenerative drag operation mayalternatively or additionally include any regenerative drag operation asdescribed in U.S. Nonprovisional application Ser. No. 17/319,155.

In an embodiment, and still referring to FIG. 1 , flight controller 124may be configured to perform a corrective action as a function of afailure event. As used in this disclosure a “corrective action” is anaction conducted by the plurality of flight components to correct and/oralter a movement of an aircraft. For example, and without limitation, acorrective action may include an action to reduce a yaw torque generatedby a failure event. Additionally or alternatively, corrective action mayinclude any corrective action as described in U.S. Nonprovisionalapplication Ser. No. 17/222,539, filed on Apr. 5, 2021, and entitled“AIRCRAFT FOR SELF-NEUTRALIZING FLIGHT,” the entirety of which isincorporated herein by reference. As used in this disclosure a “failureevent” is a failure of a lift component of the plurality of liftcomponents. For example, and without limitation, a failure event maydenote a rotation degradation of a rotor, a reduced torque of a rotor,and the like thereof. Additionally or alternatively, failure event mayinclude any failure event as described in U.S. Nonprovisionalapplication Ser. No. 17/113,647, filed on Dec. 7, 2020, and entitled“IN-FLIGHT STABILIZATION OF AN AIRCAFT,” the entirety of which isincorporated herein by reference.

With continued reference to FIG. 1 , aircraft 100 may include at least asensor (or a plurality of sensors) 128 which may be efficaciouslyutilized with any of the systems and methods for controlling flightboundary of an aircraft as disclosed in the entirety of the presentdisclosure. Sensor 128 may include any sensor or noise monitoringcircuit described in this disclosure. Sensor 128, in some embodiments,may be communicatively connected to flight controller 124. Sensor 128,in an embodiment, may be configured to sense a characteristic of pilotcontrol 120. Sensor may be a device, module, and/or subsystem, utilizingany hardware, software, and/or any combination thereof to sense acharacteristic and/or changes thereof, in an instant environment, forinstance without limitation a pilot control 120, which the sensor isproximal to or otherwise in a sensed communication with, and transmitinformation associated with the characteristic, for instance withoutlimitation digitized data. Sensor 120 may be mechanically and/orcommunicatively coupled to aircraft 100, including, for instance, to atleast flight controller 124, flight component(s) 108 and pilot control120. Sensor 128 may be configured to sense a characteristic associatedwith at least a pilot control 120. An environmental sensor may includewithout limitation one or more sensors used to detect ambienttemperature, barometric pressure, and/or air velocity. Sensor 128 mayinclude without limitation gyroscopes, accelerometers, inertialmeasurement unit (IMU), and/or magnetic sensors, one or more humiditysensors, one or more oxygen sensors, or the like. Additionally oralternatively, sensor 120 may include at least a geospatial sensor.Sensor 128 may be located inside aircraft, and/or be included in and/orattached to at least a portion of aircraft. Sensor may include one ormore proximity sensors, displacement sensors, vibration sensors, and thelike thereof. Sensor may be used to monitor the status of aircraft 100for both critical and non-critical functions. Sensor may be incorporatedinto aircraft or be remote.

Still referring to FIG. 1 , in some embodiments, sensor 128 may beconfigured to sense a characteristic associated with any flightcomponent and/or pilot control described in this disclosure.Non-limiting examples of sensor 128 may include an inertial measurementunit (IMU), an accelerometer, a gyroscope, a proximity sensor, apressure sensor, a light sensor, a pitot tube, an air speed sensor, aposition sensor, a speed sensor, a switch, a thermometer, a straingauge, an acoustic sensor, and an electrical sensor. In some cases,sensor 128 may sense a characteristic as an analog measurement, forinstance, yielding a continuously variable electrical potentialindicative of the sensed characteristic. In these cases, sensor 128 mayadditionally comprise an analog to digital converter (ADC) as well asany additionally circuitry, such as without limitation a Wheatstonebridge, an amplifier, a filter, and the like. For instance, in somecases, sensor 128 may comprise a strain gage configured to determineloading of one or more aircraft components, for instance landing gear.Strain gage may be included within a circuit comprising a Wheatstonebridge, an amplified, and a bandpass filter to provide an analog strainmeasurement signal having a high signal to noise ratio, whichcharacterizes strain on a landing gear member. An ADC may then digitizeanalog signal produces a digital signal that can then be transmittedother systems within aircraft 100, for instance without limitation acomputing system, a pilot display, and a memory component. Alternativelyor additionally, sensor 128 may sense a characteristic of a flightcomponent 108 and/or pilot control 120 digitally. For instance in someembodiments, sensor 128 may sense a characteristic through a digitalmeans or digitize a sensed signal natively. In some cases, for example,sensor 128 may include a rotational encoder and be configured to sense arotational position of a flight component and/or pilot control; in thiscase, the rotational encoder digitally may sense rotational “clicks” byany known method, such as without limitation magnetically, optically,and the like. Sensor 128 may include any of the sensors as disclosed inthe present disclosure. Sensor 128 may include a plurality of sensors.Any of these sensors may be located at any suitable position in or onaircraft 100, as needed or desired. Sensor(s) 128 may efficaciouslyinclude any of the sensors as described in the present disclosure, asneeded or desired.

Referring now to FIG. 2A, an exemplary embodiment of a system 200 forcontrolling a flight boundary of an aircraft, such as in someembodiments aircraft 100 of FIG. 1 , is illustrated. In someembodiments, system 200 includes a controller such as flight controller124 communicatively connected to aircraft. Flight controller 124 mayinclude any computing device as described in this disclosure, includingwithout limitation a microcontroller, microprocessor, digital signalprocessor (DSP) and/or system on a chip (SoC) as described in thisdisclosure. Computing device may include, be included in, and/orcommunicate with a mobile device such as a mobile telephone orsmartphone. Computing device may include a single computing deviceoperating independently, or may include two or more computing deviceoperating in concert, in parallel, sequentially or the like; two or morecomputing devices may be included together in a single computing deviceor in two or more computing devices. Computing device may interface orcommunicate with one or more additional devices as described below infurther detail via a network interface device. Network interface devicemay be utilized for connecting computing device to one or more of avariety of networks, and one or more devices. Examples of a networkinterface device include, but are not limited to, a network interfacecard (e.g., a mobile network interface card, a LAN card), a modem, andany combination thereof. Examples of a network include, but are notlimited to, a wide area network (e.g., the Internet, an enterprisenetwork), a local area network (e.g., a network associated with anoffice, a building, a campus or other relatively small geographicspace), a telephone network, a data network associated with atelephone/voice provider (e.g., a mobile communications provider dataand/or voice network), a direct connection between two computingdevices, and any combinations thereof. A network may employ a wiredand/or a wireless mode of communication. In general, any networktopology may be used. Information (e.g., data, software etc.) may becommunicated to and/or from a computer and/or a computing device.Computing device may include but is not limited to, for example, acomputing device or cluster of computing devices in a first location anda second computing device or cluster of computing devices in a secondlocation. Computing device may include one or more computing devicesdedicated to data storage, security, distribution of traffic for loadbalancing, and the like. Computing device may distribute one or morecomputing tasks as described below across a plurality of computingdevices of computing device, which may operate in parallel, in series,redundantly, or in any other manner used for distribution of tasks ormemory between computing devices. Computing device may be implementedusing a “shared nothing” architecture in which data is cached at theworker, in an embodiment, this may enable scalability of system 100and/or computing device.

Still referring to FIG. 2A, computing device may be designed and/orconfigured to perform any method, method step, or sequence of methodsteps in any embodiment described in this disclosure, in any order andwith any degree of repetition. For instance, computing device may beconfigured to perform a single step or sequence repeatedly until adesired or commanded outcome is achieved; repetition of a step or asequence of steps may be performed iteratively and/or recursively usingoutputs of previous repetitions as inputs to subsequent repetitions,aggregating inputs and/or outputs of repetitions to produce an aggregateresult, reduction or decrement of one or more variables such as globalvariables, and/or division of a larger processing task into a set ofiteratively addressed smaller processing tasks. Computing device mayperform any step or sequence of steps as described in this disclosure inparallel, such as simultaneously and/or substantially simultaneouslyperforming a step two or more times using two or more parallel threads,processor cores, or the like; division of tasks between parallel threadsand/or processes may be performed according to any protocol suitable fordivision of tasks between iterations. Persons skilled in the art, uponreviewing the entirety of this disclosure, will be aware of various waysin which steps, sequences of steps, processing tasks, and/or data may besubdivided, shared, or otherwise dealt with using iteration, recursion,and/or parallel processing.

Still referring to FIG. 2A, as used in this disclosure, “communicativelyconnected” is an attribute of a connection, attachment or linkage, wiredor wireless, direct or indirect, between two or more components,circuits, devices, systems, and the like, which allows for receptionand/or transmittance of data and/or signal(s) therebetween. Data and/orsignals therebetween may include, without limitation, electrical,electromagnetic, visual, audio, radio waves, combinations thereof, andthe like, among others. A communicative connection may be achieved, forexample and without limitation, through wired or wireless electronic,digital or analog, communication, either directly or by way of one ormore intervening devices or components. Further, communicativeconnection may include electrically coupling or connecting at least anoutput of one device, component, or circuit to at least an input ofanother device, component, or circuit. For example, and withoutlimitation, via a bus or other facility for intercommunication betweenelements of a computing device. Communicative connecting may alsoinclude indirect connections via, for example and without limitation,wireless connection, radio communication, low power wide area network,optical communication, magnetic, capacitive, or optical coupling, andthe like. In some instances, the terminology “communicatively coupled”may be used in place of communicatively connected in this disclosure.

With continued reference to FIG. 2A, any controller, such as flightcontroller 124, as disclosed herein may efficaciously be utilized inconjunction with any of the embodiments of the present disclosure. Forexample, and without limitation, to control or regulate flightboundary(ies) and/or movement limits of aircraft. In an embodiment,controller, such as flight controller 124, may be onboard aircraft. Inanother embodiment, controller, such as flight controller 124, may beremote from aircraft. In yet another embodiment, controller, such asflight controller, may have a portion onboard aircraft and anotherportion remote from aircraft. In still another embodiment, multiplecontrollers located at a plurality of sites may be efficaciouslyutilized, as needed or desired. As used in this disclosure a “flightcontroller” is a computing device of a plurality of computing devicesdedicated to data storage, security, distribution of traffic for loadbalancing, and flight instruction. In embodiments, flight controller maybe installed in an aircraft, may control the aircraft remotely, and/ormay include an element installed in the aircraft and a remote element incommunication therewith. As used in this disclosure, “remote” is aspatial separation between two or more elements, systems, components ordevices. Stated differently, two elements may be remote from one anotherif they are physically spaced apart. In an embodiment, flight controller124 may include a proportional-integral-derivative (PID) controller.

Referring now to FIG. 2A, an exemplary embodiment of a system 200 forcontrolling flight boundary of an aircraft, such as in some embodimentsaircraft 100 of FIG. 1 , is illustrated. Aircraft may efficaciouslyinclude any of the aircrafts as disclosed herein. In an embodiment,aircraft may be an electric aircraft. In another embodiment, aircraftmay be an eVTOL aircraft. In yet another embodiment, aircraft may be ahybrid-electric aircraft.

Still referring to FIG. 2A, in some embodiments system 200 forcontrolling flight boundary of aircraft includes at least a controllersuch as flight controller 124. Flight controller 124 may include any ofthe controllers or flight controllers as disclosed in the presentdisclosure such as, and without limitation, flight controller of atleast FIG. 3 . Flight controller 124 is communicatively connected toaircraft, such as without limitation, aircraft 100 of FIG. 1 .

Still referring to FIG. 2A, in some embodiments, flight controller 124is configured to receive a plurality of flight data 216 linked withaircraft, determine a flight boundary 212 for aircraft as a function ofplurality of flight data 216, set an aircraft movement limit (AML) 204as a function of flight boundary 212, receive a pilot instruction 208,and generate a control signal 220 for aircraft as a function of aircraftmovement limit 204 and pilot instruction 208. Control signal 220 limitsaircraft to remain within flight boundary 212 (and/or is configured tolimit movement of aircraft to within flight boundary 212).

Continuing to refer to FIG. 2A, as discussed further herein includingbelow, in an embodiment, pilot control 120 or the like may becommunicatively connected to flight controller 124 and may provide ortransmit pilot instruction 208 to flight controller 124. In anembodiment, one or more sensors (or a plurality of sensors) may becommunicatively connected to flight controller 124 and provide ortransmit plurality of flight data 216 to flight controller 124. Thesesensors may include, without limitation, at least a sensor 224communicatively and/or mechanically connected to at least a flightcomponent 108 of aircraft and configured to detect at least a flightcomponent datum 252 of flight component(s) 108. Flight component(s) mayinclude, without limitation, lift component(s) 112, pusher component(s)116, battery pack(s) 228 including one or more batteries 232, andelectric motor(s) 236, among others. Other sensors may be configured todetect a phenomenon external to aircraft and may include, withoutlimitation, a weather or environment sensor 240, an air speed or windsensor 244, a terrain or landscape sensor 248, among others.

With continued reference to FIG. 2A, and as also discussed furtherherein including below, in an embodiment, flight boundary 212 may definea three dimensional space for a flight trajectory of the aircraft. In anembodiment, determining flight boundary 212 for aircraft may furtherinclude training a machine-learning process with training datacorrelating aircraft flight data and aircraft flight boundary data, andgenerating flight boundary 212 for aircraft as a function of themachine-learning process. In an embodiment, plurality of flight data 216may include a weather datum. In an embodiment, plurality of flight data216 may include a location datum. In an embodiment, plurality of flightdata 216 may include a flight component datum. In an embodiment,plurality of flight data 216 may include an energy capacity datum. In anembodiment, plurality of flight data 216 may include an aircraftidentity datum. In an embodiment, flight data 216 may includeinformation on a pilot's identity and/or experience.

Still referring to FIG. 2A, in some embodiments, a base station 256 maybe communicatively connected to flight controller 124 and may provide ortransmit aircraft movement limit 204 to flight controller 124. Flightcontroller 124 is configured to set an aircraft movement limit (AML) 204as a function of flight boundary 212. In an embodiment, base station 256may set aircraft movement limit 204. Base station 256 may be anysuitable site, external or remote to aircraft, which is capable oftransmitting signals to flight controller 124 and/or aircraft based oninformation available and/or accessible to it. Base station 256 mayinclude, without limitation, an air traffic control (ATC) facility, anairport, a landing strip, pad or deck, a landing site, a takeoff site, arecharging station, a refueling station, a fleet management facility, aweather station, and the like, among others. Base station may include acomputing device such as, and without limitation, a server, a network, atablet, a mobile device, a graphical user interface (GUI), and the like,among others. Communication between base station 256 and flightcontroller 124 may be facilitated by, for example and withoutlimitation, wireless means such as a satellite, a mobile network, radiowaves, and the like, among others. In some embodiments, flightcontroller 124 may be at base station 256. In some embodiments, flightcontroller 124 and base station 256 may cooperate to determine and/orgenerate flight boundary 212 and/or aircraft movement limit 204.

Still referring to FIG. 2A, as used in this disclosure, an “aircraftmovement limit” is associated with some limit to the movement of anaircraft (e.g., where a pilot's instructions will be obeyed only to thedegree permitted by the aircraft movement limit or its value, if any).In an embodiment, aircraft movement limit may be associated with withoutlimitation, a manned aircraft. For example, and without limitation,aircraft movement limit may be a position limit associated with theaircraft, including (but not limited to) an attitude limit, an altitudelimit, a latitude limit, and a longitude limit. In some cases, positionlimit may be relative to some boundary (e.g., the aircraft's positionshould remain over a body of water or some smaller area within that bodyof water). In some instances, position limit may be relative to someother aircraft (e.g., two or more aircraft should remain a certaindistance apart). In some other cases, aircraft movement limit may avelocity limit. Some examples include, without limitation, a forwardvelocity limit, a lateral velocity limit, a rotational velocity limit(e.g., about a yaw or vertical axis), a vertical velocity limit, or alimit associated with a desired direction of movement (e.g., indicatedby an input device such as a joystick). Other examples of an aircraftmovement limit may include, without limitation, a limit to some otherrate associated with aircraft, such as an attitude rate limit. In someother cases, an aircraft movement limit may include, without limitation,an acceleration limit. As used in this disclosure, an “aircraft movementlimit datum” or a “value” for an aircraft movement limit is a value,datum or information that conveys aircraft movement limit. For example,and without limitation, aircraft movement limit datum may include avalue for a threshold, minimum and/or maximum altitude, speed, velocity,acceleration, and the like, among others, for aircraft.

Still referring to FIG. 2A, pilot instruction 208 may be generated bypilot control 120, or the like, and provided or transmitted to flightcontroller 124. Pilot control 120 may be communicatively connected toflight controller 124. Aircraft may be a manned and/or unmannedaircraft. That is, pilot may be onboard aircraft or at a remotelocation, for example, and without limitation, a flight simulator, orthe like, among others. As used in this disclosure, a “pilotinstruction” is any instruction provided by a pilot to control anaircraft. For example, and without limitation, pilot instruction 208 mayinclude instructions from a pilot to set, change and/or maintain anaircraft's speed, velocity, acceleration, position, altitude, flightpath, flight trajectory, flight plan, attitude, pitch, yaw, roll, flightangle, angle of attack, and the like, among others. Pilot instruction108 may also include, without limitation, a pilot's instruction totransition between any flight modes such as, and without limitation,hover, forward flight, lift flight, fixed wing flight, takeoff, landing,glide, and the like, among others.

Still referring to FIG. 2A, as used in this disclosure, a “pilotcontrol” is a mechanism or means which allows a pilot to monitor andcontrol operation of aircraft such as its flight components (forexample, and without limitation, pusher component, lift component andother components such as propulsion components). For example, andwithout limitation, pilot control 120 may include a collective,inceptor, foot brake, steering and/or control wheel, joystick, controlstick, pedals, throttle levers, and the like. Pilot control 120 may beconfigured to translate a pilot's desired torque for each flightcomponent of the plurality of flight components, such as and withoutlimitation, pusher component 116 and lift component 112. Pilot control120 may be configured to control, via inputs and/or signals such as froma pilot, the pitch, roll, and yaw of the aircraft. Pilot control may beavailable onboard aircraft or remotely located from it, as needed ordesired.

Still referring to FIG. 2A, as used in this disclosure a “collectivecontrol” or “collective” is a mechanical control of an aircraft thatallows a pilot to adjust and/or control the pitch angle of plurality offlight components 108. For example and without limitation, collectivecontrol may alter and/or adjust the pitch angle of all of the main rotorblades collectively. For example, and without limitation pilot control120 may include a yoke control. As used in this disclosure a “yokecontrol” is a mechanical control of an aircraft to control the pitchand/or roll. For example and without limitation, yoke control may alterand/or adjust the roll angle of aircraft as a function of controllingand/or maneuvering ailerons. In an embodiment, pilot control 120 mayinclude one or more foot-brakes, control sticks, pedals, throttlelevels, and the like thereof. In another embodiment, and withoutlimitation, pilot control 120 may be configured to control a principalaxis of the aircraft. As used in this disclosure a “principal axis” isan axis in a body representing one three dimensional orientations. Forexample, and without limitation, principal axis or more yaw, pitch,and/or roll axis. Principal axis may include a yaw axis. As used in thisdisclosure a “yaw axis” is an axis that is directed towards the bottomof aircraft, perpendicular to the wings. For example, and withoutlimitation, a positive yawing motion may include adjusting and/orshifting nose of aircraft to the right. Principal axis may include apitch axis. As used in this disclosure a “pitch axis” is an axis that isdirected towards the right laterally extending wing of aircraft. Forexample, and without limitation, a positive pitching motion may includeadjusting and/or shifting nose of aircraft upwards. Principal axis mayinclude a roll axis. As used in this disclosure a “roll axis” is an axisthat is directed longitudinally towards nose of aircraft, parallel tofuselage. For example, and without limitation, a positive rolling motionmay include lifting the left and lowering the right wing concurrently.Pilot control 120 may be configured to modify a variable pitch angle.For example, and without limitation, pilot control 120 may adjust one ormore angles of attack of a propulsor or propeller.

Still referring to FIG. 2A, in some embodiments, aircraft movement limit204 may override pilot instruction 208 as implemented via control signal220. In some embodiments, the eventual decision on deciding andimplementing flight boundary 212 and/or aircraft movement limit 204typically rests with flight controller 124 through generation of controlsignal 220.

With continued reference to FIG. 2A, in some embodiments, flightboundary 212 for aircraft is determined by flight controller 124 as afunction of at least flight data 216 which, in some embodiments, islinked with or associated with aircraft. As used in this disclosure,“flight data” is information on any flight aspect associated with aparticular aircraft. This may be used to determine or generate flightboundary 212 with aircraft movement limits unique to a particularaircraft. For example, and without limitation, flight data 216 mayinclude aircraft flight plan, current, projected and/or actual weather,and/or external environment, conditions along one or more possibleflight plans which may include projected and actual flight plans, flighttrajectory, type of terrain aircraft is over and intends to fly over,local wind conditions along flight plan, local air turbulence andprojected and/or turbulence along flight plan, other data relating toconditions external to aircraft such as, without limitation, movingand/or stationary objects or obstacles and information on air traffic,specific aircraft information, and the like among others. Specificaircraft information may include, without limitation, status of variousflight components including health and diagnostics thereof, currentand/or projected degradation of any flight component, number of energysources, number and/or type of flight components (e.g., withoutlimitation, lift components, pusher components, battery packs, motors,and the like, among others), number of built-in redundancies, type ofaircraft (e.g., without limitation, electric, eVTOL, hybrid-electric,internal combustion), landing gear configuration(s), types of flightmode available to aircraft, and the like, among others. Other examplesof flight data may include, without limitation, current and/or projectedspeed, velocity, acceleration, direction of travel, attitude, pitch,yaw, roll, flight angle, angle of attack, and the like, among others. Inan embodiment, flight data may also include pilot identity and/orexperience. For example, and without limitation, different flightboundaries 212 and/or aircraft movement limits 204 may be determined,generated and/or set for pilot's with different flying backgroundsand/or experiences.

Still referring to FIG. 2A, various kinds of flight data 216 may affectthe determination of flight boundary 212 which may evolve as a functionof time and change to accommodate updated flight data as the flight ofaircraft progresses. For example, and without limitation, flightboundary 212 may need adjustment if the precision of navigation ofaircraft needs to be taken into consideration based on updated flightdata 216. This may be compensated for by allowing a flight boundary thatnow accounts for a greater navigational error rate. For example, andwithout limitation, if it is windy or turbulent, aircraft may be blownoff course, buffeted around, etc., which may mean it can't stay within atolerance of an intended route which would be possible in calmerweather. Degradation of motors, batteries, sensory equipment, etc. (orweather-introduced imprecision or error rates in sensoryacquisition/communication) could have a similar effect. Each of theseeffects and/or flight data elements may be input to machine-learningmodels, and each corresponding adjustment to flight boundary may beoutput by a machine-learning model, for instance as trained usingtraining examples correlating such effects and/or flight data elementsto boundaries that bound likely resulting paths and/or result in safeand/or effective flight maneuvers.

Still referring to FIG. 2A, in another example, and without limitation,adjustment of flight boundary 212 may also be dependent on thelikelihood of some category of failure, based on information provided byflight data 216, that could cause a deviation or problem if notcompensated for. This may involve also taking into considerationmodification of the aircraft route, or the areas within which the routecan be plotted, based on possible results of failure. For example, andwithout limitation, if a crash or emergency landing is likely, maybeaircraft could be limited to areas with low population density, placeswhere it could land safely on a strip of road or (if it has floats) onwater, places where it is not going to crash into another craft, and thelike. Each of these effects and/or flight data elements may be input tomachine-learning models, and each corresponding adjustment to flightboundary may be output by a machine-learning model, for instance astrained using training examples correlating such effects and/or flightdata elements to boundaries that bound likely resulting paths and/orresult in safe and/or effective flight maneuvers.

Still referring to FIG. 2A, as used in this disclosure, a “flightboundary” is a boundary, surface or perimeter of a three-dimensionalspace in which aircraft movement should be limited. This flight boundarymay change with time and, in some embodiments, is specific to aparticular aircraft and/or its operation. Flight boundary may define aboundary for aircraft's entire flight from a takeoff site to its finaldestination, which may include stops therebetween. It should be notedthat flight boundary includes a boundary “over” a certain region but isnot limited to it. Space of aircraft movement may be visualized, forexample and without limitation, with respect to an x-y-z Cartesian (orspherical, cylindrical, and the like, among others) system. Thus flightboundary may have lines or surfaces in such a system which form flightboundary. Flight boundary 212 may be considered as a generalizedmovement limit for an aircraft based on a case-by-case evaluation anddetermination as provided by a controller, computing device, or thelike, such as flight controller 124.

Still referring to FIG. 2A, in some embodiments, flight controller 124may accept pilot instruction 208 if it appropriately maintains aircraftwithin flight boundary 212 and/or aircraft movement limit(s) 204, oroverride (or reject) pilot instruction 208 if it would inappropriately,unsafely, and/or undesirably lead to aircraft movement outside ofdetermined flight boundary 212 and/or aircraft movement limit(s) 204. Insome embodiments, as needed or desired, flight controller 124 may setand maintain flight boundary 208 independently of any pilot instructionor input, and system may thus autonomously control determination andimplementation of flight boundary 212 based on plurality of flight data216 (i.e. pilot instruction 208 may be omitted from such embodiments).

With continued reference to FIG. 2A, in some embodiments, flightcontroller 124 is configured to generate control signal 220 as afunction of aircraft movement limit 204 and pilot instruction 208.Control signal 220 is configured to limit movement of aircraft to withinflight boundary 212 and/or aircraft movement limit(s) 204. As used inthis disclosure, “control signal” is a control command or decisiondirected to aircraft and/or its components. For example, and withoutlimitation, control signal may instruct and/or control operation of oneor more flight components 108 such as, and without limitation, liftcomponent(s) 112 and pusher component(s) 116 to modify aircraft speed,velocity, yaw, pitch, roll, altitude, attitude, lift, thrust, mode offlight, energy consumption rate, and the like, among others. Controlsignal 220 may also be used to decide whether to accept or reject apilot instruction 208, for example, in view of determined flightboundary 212 and/or aircraft movement limit(s) 204.

Still referring to FIG. 2A, flight controller 124 may accept pilotinstruction 208 if it appropriately maintains aircraft within flightboundary 212 and/or aircraft movement limit(s) 204, or override (orreject) pilot instruction 208 if it would inappropriately, unsafely,and/or undesirably lead to aircraft movement outside of determinedflight boundary 212 and/or aircraft movement limit(s) 204. This decisionmay be conveyed via control signal 220 which is indicative of, in someembodiments, at least determining whether or not pilot instruction 208is compatible with flight boundary 212 and/or aircraft movement limit(s)204.

With continued reference to FIG. 2A, in some embodiments, one or moresensors (or a plurality of sensors) may be provided. These sensors maybe communicatively connected to flight controller 124 and may provide ortransmit plurality of flight data 216 and/or other data to flightcontroller 124. Sensors may include, without limitation, at least asensor 224, weather or environment sensor 240, air speed or wind sensor244, terrain or landscape sensor 248, and the like, among others.

Still referring to FIG. 2A, as used in this disclosure, a “sensor” is adevice that is configured to detect a phenomenon and transmitinformation related to the detection of the phenomenon. For example, insome cases a sensor may transduce a detected phenomenon, such as withoutlimitation, voltage, current, speed, direction, force, torque,temperature, pressure, and the like, into a sensed signal. At least asensor 224 may include one or more sensors which may be the same,similar or different. At least a sensor 224 may include a plurality ofsensors which may be the same, similar or different. At least a sensor224 may include one or more sensor suites with sensors in each sensorsuite being the same, similar or different. At least a sensor 224 mayinclude, for example and without limitation, a current sensor, a voltagesensor, a resistance sensor, a Wheatstone bridge, a gyroscope, anaccelerometer, a torque sensor, a magnetometer, an inertial measurementunit (IMU), a pressure sensor, a force sensor, a thermal sensor, aproximity sensor, a displacement sensor, a vibration sensor, a lightsensor, an optical sensor, a pitot tube, a speed sensor, and the like,among others. Sensors in accordance with embodiments disclosed hereinmay be configured detect a plurality of data, such as and withoutlimitation, data relating to battery life cycle, battery consumptionrate, flight path obstacles, weather, wind velocity, terrainidentification, aircraft velocity, wind turbulence, battery temperature,and the like, among others.

Still referring to FIG. 2A, in an embodiment, at least a sensor 224 maybe communicatively connected, connected, or coupled to at least a flightcomponent 108 to detect a flight component datum 252 of at least aflight component 108 and to transmit it to flight controller 124. Atleast a sensor 224 may be included in system 200. As used in thisdisclosure, a “flight component datum” is information on a flightcomponent of an aircraft. This may include, without limitation,information on performance and/or operation of flight component. Flightcomponent datum may include any element of data identifying and/ordescribing the parameters that may affect the flight, performance and/oroperation of aircraft. For example, and without limitation, flightcomponent datum may include data describing battery performance andflight plan of aircraft. In an embodiment, flight component datum 252and/or (plurality of) flight data 216 may include an energy capacitydatum. As used in this disclosure, an “energy capacity datum” isinformation on energy or power available for aircraft. For example, andwithout limitation, energy capacity datum may include information onenergy capacity (or remaining energy capacity) of an energy source, suchas and without limitation, one or more batteries or battery packs ofaircraft. Flight component datum 252 and/or (plurality of) flight data216 may include, without limitation, data or information on any flightcomponent degradation, number of flight components, number of energysources, battery packs, or batteries onboard aircraft, type of aircraft,and the like, among others.

With continued reference to FIG. 2A, at least a flight component 108 mayinclude a propulsor, a propeller, a motor, rotor, a rotating element,electrical energy source, battery, and the like, among others. Eachflight component may be configured to generate lift and flight ofelectric aircraft. In some embodiments, at least a flight component 108may include one or more lift components 112, one or more pushercomponents 116, one or more battery packs 228 including one or morebatteries 232, and one or more electric motors 236. In an embodiment, atleast a flight component 108 may include a battery 232. Alternatively oradditionally, in an embodiment, at least a flight component 108 mayinclude a propulsor. As used in this disclosure a “propulsor component”or “propulsor” is a component and/or device used to propel a craft byexerting force on a fluid medium, which may include a gaseous mediumsuch as air or a liquid medium such as water. In an embodiment, when apropulsor twists and pulls air behind it, it may, at the same time, pushan aircraft forward with an amount of force and/or thrust. More airpulled behind an aircraft results in greater thrust with which theaircraft is pushed forward. Propulsor component may include any deviceor component that consumes electrical power on demand to propel anelectric aircraft in a direction or other vehicle while on ground orin-flight. As used in this disclosure, a “battery pack” is a set of anynumber of identical (or non-identical) batteries or individual batterycells. These may be configured in a series, parallel or a mixture ofboth configuration to deliver a desired electrical flow, current,voltage, capacity, or power density, as needed or desired. A battery mayinclude, without limitation, one or more cells, in which chemical energyis converted into electricity (or electrical energy) and used as asource of energy or power.

Still referring to FIG. 2A, as used in this disclosure, an “energysource” is a source (or supplier) of energy (or power) to a power one ormore components. For example, and without limitation, energy source mayprovide energy to a power source (e.g. electric motor 236) that in turnthat drives and/or controls any other aircraft component such as otherflight components. An energy source may include, for example, anelectrical energy source a generator, a photovoltaic device, a fuel cellsuch as a hydrogen fuel cell, direct methanol fuel cell, and/or solidoxide fuel cell, an electric energy storage device (e.g., a capacitor,an inductor, and/or a battery). An electrical energy source may alsoinclude a battery cell, a battery pack, or a plurality of battery cellsconnected in series into a module and each module connected in series orin parallel with other modules. Configuration of an energy sourcecontaining connected modules may be designed to meet an energy or powerrequirement and may be designed to fit within a designated footprint inan aircraft (e.g. aircraft 100 of FIG. 1 ).

In an embodiment, and still referring to FIG. 2A, an energy source maybe used to provide a steady supply of electrical flow or power to a loadover the course of a flight by an aircraft. For example, an energysource may be capable of providing sufficient power for “cruising” andother relatively low-energy phases of flight. An energy source may alsobe capable of providing electrical power for some higher-power phases offlight as well, particularly when the energy source is at a high stateof charge (SOC), as may be the case for instance during takeoff. In anembodiment, an energy source may be capable of providing sufficientelectrical power for auxiliary loads including without limitation,lighting, navigation, communications, de-icing, steering or othersystems requiring power or energy. Further, an energy source may becapable of providing sufficient power for controlled descent and landingprotocols, including, without limitation, hovering descent or runwaylanding. As used herein an energy source may have high power densitywhere electrical power an energy source can usefully produce per unit ofvolume and/or mass is relatively high. “Electrical power,” as used inthis disclosure, is defined as a rate of electrical energy per unittime. An energy source may include a device for which power that may beproduced per unit of volume and/or mass has been optimized, at theexpense of the maximal total specific energy density or power capacity,during design. Non-limiting examples of items that may be used as atleast an energy source may include batteries used for startingapplications including Lithium ion (Li-ion) batteries which may includeNCA, NMC, Lithium iron phosphate (LiFePO4) and Lithium Manganese Oxide(LMO) batteries, which may be mixed with another cathode chemistry toprovide more specific power if the application requires Li metalbatteries, which have a lithium metal anode that provides high power ondemand, Li ion batteries that have a silicon or titanite anode, energysource may be used, in an embodiment, to provide electrical power to anelectric aircraft or drone, such as an electric aircraft vehicle, duringmoments requiring high rates of power output, including withoutlimitation takeoff, landing, thermal de-icing and situations requiringgreater power output for reasons of stability, such as high turbulencesituations, as described in further detail below. A battery may include,without limitation a battery using nickel based chemistries such asnickel cadmium or nickel metal hydride, a battery using lithium ionbattery chemistries such as a nickel cobalt aluminum (NCA), nickelmanganese cobalt (NMC), lithium iron phosphate (LiFePO4), lithium cobaltoxide (LCO), and/or lithium manganese oxide (LMO), a battery usinglithium polymer technology, lead-based batteries such as withoutlimitation lead acid batteries, metal-air batteries, or any othersuitable battery. Persons skilled in the art, upon reviewing theentirety of this disclosure, will be aware of various devices ofcomponents that may be used as an energy source.

Still referring to FIG. 2A, an energy source may include a plurality ofenergy sources, referred to herein as a module of energy sources. Amodule may include batteries connected in parallel or in series or aplurality of modules connected either in series or in parallel designedto deliver both the power and energy requirements of the application.Connecting batteries in series may increase the voltage of at least anenergy source which may provide more power on demand. High voltagebatteries may require cell matching when high peak load is needed. Asmore cells are connected in strings, there may exist the possibility ofone cell failing which may increase resistance in the module and reducean overall power output as a voltage of the module may decrease as aresult of that failing cell. Connecting batteries in parallel mayincrease total current capacity by decreasing total resistance, and italso may increase overall amp-hour capacity. Overall energy and poweroutputs of at least an energy source may be based on individual batterycell performance or an extrapolation based on measurement of at least anelectrical parameter. In an embodiment where an energy source includes aplurality of battery cells, overall power output capacity may bedependent on electrical parameters of each individual cell. If one cellexperiences high self-discharge during demand, power drawn from at leastan energy source may be decreased to avoid damage to the weakest cell.An energy source may further include, without limitation, wiring,conduit, housing, cooling system and battery management system. Personsskilled in the art will be aware, after reviewing the entirety of thisdisclosure, of many different components of an energy source.

Continuing to refer to FIG. 2A, energy sources, battery packs,batteries, sensors, sensor suites and/or associated methods which mayefficaciously be utilized in accordance with some embodiments aredisclosed in U.S. Nonprovisional application Ser. No. 17/111,002, filedon Dec. 3, 2020, entitled “SYSTEMS AND METHODS FOR A BATTERY MANAGEMENTSYSTEM INTEGRATED IN A BATTERY PACK CONFIGURED FOR USE IN ELECTRICAIRCRAFT,”, U.S. Nonprovisional application Ser. No. 17/108,798, filedon Dec. 1, 2020, and entitled “SYSTEMS AND METHODS FOR A BATTERYMANAGEMENT SYSTEM INTEGRATED IN A BATTERY PACK CONFIGURED FOR USE INELECTRIC AIRCRAFT,”, and U.S. Nonprovisional application Ser. No.17/320,329, filed on May 14, 2021, and entitled “SYSTEMS AND METHODS FORMONITORING HEALTH OF AN ELECTRIC VERTICAL TAKE-OFF AND LANDINGVEHICLE,”, the entirety of each one of which is incorporated herein byreference.

With continued reference to FIG. 2A, other energy sources, batterypacks, batteries, sensors, sensor suites and/or associated methods whichmay efficaciously be utilized in accordance with some embodiments aredisclosed in U.S. Nonprovisional application Ser. No. 16/590,496, filedon Oct. 2, 2019, and entitled “SYSTEMS AND METHODS FOR RESTRICTING POWERTO A LOAD TO PREVENT ENGAGING CIRCUIT PROTECTION DEVICE FOR ANAIRCRAFT,”, U.S. Nonprovisional application Ser. No. 17/348,137, filedon Jun. 15, 2021, and entitled “SYSTEMS AND METHODS FOR RESTRICTINGPOWER TO A LOAD TO PREVENT ENGAGING CIRCUIT PROTECTION DEVICE FOR ANAIRCRAFT,”, U.S. Nonprovisional application Ser. No. 17/008,721, filedon Sep. 1, 2020, and entitled “SYSTEM AND METHOD FOR SECURING BATTERY INAIRCRAFT,”, U.S. Nonprovisional application Ser. No. 16/948,157, filedon Sep. 4, 2020, and entitled “SYSTEM AND METHOD FOR HIGH ENERGY DENSITYBATTERY MODULE,”, U.S. Nonprovisional application Ser. No. 16/948,140,filed on Sep. 4, 2020, and entitled “SYSTEM AND METHOD FOR HIGH ENERGYDENSITY BATTERY MODULE,”, and U.S. Nonprovisional application Ser. No.16/948,141, filed on Sep. 4, 2020, and entitled “COOLING ASSEMBLY FORUSE IN A BATTERY MODULE ASSEMBLY,”, the entirety of each one of which isincorporated herein by reference.

With continued reference to FIG. 2A, in some embodiments, at least asensor 224 may be communicatively connected to lift component(s) 112 toreceive flight component datum 252. Lift component 112 may include apropulsor, a propeller, a blade, a motor, a rotor, a rotating element,an aileron, a rudder, arrangements thereof, combinations thereof, andthe like. Each lift component 112, when a plurality is present, ofplurality of flight components 108 is configured to produce, in anembodiment, substantially upward and/or vertical thrust such thataircraft moves upward.

Still referring to FIG. 2A, as used in this disclosure a “liftcomponent” is a component and/or device used to propel a craft upward byexerting downward force on a fluid medium, which may include a gaseousmedium such as air or a liquid medium such as water. Lift component 112may include any device or component that consumes electrical power ondemand to propel an aircraft in a direction or other vehicle while onground or in-flight. For example, and without limitation, lift component112 may include a rotor, propeller, paddle wheel and the like thereof,wherein a rotor is a component that produces torque along thelongitudinal axis, and a propeller produces torque along the verticalaxis. In an embodiment, lift component 112 includes a plurality ofblades. As used in this disclosure a “blade” is a propeller thatconverts rotary motion from an engine or other power source into aswirling slipstream. In an embodiment, blade may convert rotary motionto push the propeller forwards or backwards. In an embodiment liftcomponent 112 may include a rotating power-driven hub, to which areattached several radial airfoil-section blades such that the wholeassembly rotates about a longitudinal axis. Blades may be configured atan angle of attack. In an embodiment, and without limitation, angle ofattack may include a fixed angle of attack. As used in this disclosure a“fixed angle of attack” is fixed angle between a chord line of a bladeand relative wind. As used in this disclosure a “fixed angle” is anangle that is secured and/or unmovable from the attachment point. In anembodiment, and without limitation, angle of attack may include avariable angle of attack. As used in this disclosure a “variable angleof attack” is a variable and/or moveable angle between a chord line of ablade and relative wind. As used in this disclosure a “variable angle”is an angle that is moveable from an attachment point. In an embodiment,angle of attack be configured to produce a fixed pitch angle. As used inthis disclosure a “fixed pitch angle” is a fixed angle between a cordline of a blade and the rotational velocity direction. In an embodimentfixed angle of attack may be manually variable to a few set positions toadjust one or more lifts of the aircraft prior to flight. In anembodiment, blades for an aircraft are designed to be fixed to their hubat an angle similar to the thread on a screw makes an angle to theshaft; this angle may be referred to as a pitch or pitch angle whichwill determine a speed of forward movement as the blade rotates.

In an embodiment, and still referring to FIG. 2A, lift component 112 maybe configured to produce a lift. As used in this disclosure a “lift” isa perpendicular force to the oncoming flow direction of fluidsurrounding the surface. For example, and without limitation relativeair speed may be horizontal to the aircraft, wherein lift force may be aforce exerted in a vertical direction, directing the aircraft upwards.In an embodiment, and without limitation, lift component 112 may producelift as a function of applying a torque to lift component. As used inthis disclosure a “torque” is a measure of force that causes an objectto rotate about an axis in a direction. For example, and withoutlimitation, torque may rotate an aileron and/or rudder to generate aforce that may adjust and/or affect altitude, airspeed velocity,groundspeed velocity, direction during flight, and/or thrust. Forexample, one or more flight components 108 such as a power source(s) mayapply a torque on lift component 112 to produce lift.

In an embodiment and still referring to FIG. 2A, a plurality of liftcomponents 112 of the plurality of flight components 108 may be arrangedin a quad copter orientation. As used in this disclosure a “quad copterorientation” is at least a lift component oriented in a geometric shapeand/or pattern, wherein each of the lift components is located along avertex of the geometric shape. For example, and without limitation, asquare quad copter orientation may have four lift propulsor componentsoriented in the geometric shape of a square, wherein each of the fourlift propulsor components are located along the four vertices of thesquare shape. As a further non-limiting example, a hexagonal quad copterorientation may have six lift components oriented in the geometric shapeof a hexagon, wherein each of the six lift components are located alongthe six vertices of the hexagon shape. In an embodiment, and withoutlimitation, quad copter orientation may include a first set of liftcomponents and a second set of lift components, wherein the first set oflift components and the second set of lift components may include twolift components each, wherein the first set of lift components and asecond set of lift components are distinct from one another. Forexample, and without limitation, the first set of lift components mayinclude two lift components that rotate in a clockwise direction,wherein the second set of lift propulsor components may include two liftcomponents that rotate in a counterclockwise direction. In anembodiment, and without limitation, the first set of lift components maybe oriented along a line oriented 45° from the longitudinal axis ofaircraft 100 (see e.g., FIG. 1 ). In another embodiment, and withoutlimitation, the second set of lift components may be oriented along aline oriented 135° from the longitudinal axis, wherein the first set oflift components line and the second set of lift components areperpendicular to each other.

Still referring to FIG. 2A, pusher component 116 and lift component 112(of flight component(s) 108) may include any such components and relateddevices as disclosed in U.S. Nonprovisional application Ser. No.16/427,298, filed on May 30, 2019, entitled “SELECTIVELY DEPLOYABLEHEATED PROPULSOR SYSTEM,”, U.S. Nonprovisional application. Ser. No.16/703,225, filed on Dec. 4, 2019, entitled “AN INTEGRATED ELECTRICPROPULSION ASSEMBLY,”, U.S. Nonprovisional application. Ser. No.16/910,255, filed on Jun. 24, 2020, entitled “AN INTEGRATED ELECTRICPROPULSION ASSEMBLY,”, U.S. Nonprovisional application Ser. No.17/319,155, filed on May 13, 2021, entitled “AIRCRAFT HAVING REVERSETHRUST CAPABILITIES,”, U.S. Nonprovisional application Ser. No.16/929,206, filed on Jul. 15, 2020, entitled “A HOVER AND THRUST CONTROLASSEMBLY FOR DUAL-MODE AIRCRAFT,”, U.S. Nonprovisional application Ser.No. 17/001,845, filed on Aug. 25, 2020, entitled “A HOVER AND THRUSTCONTROL ASSEMBLY FOR DUAL-MODE AIRCRAFT,”, U.S. Nonprovisionalapplication Ser. No. 17/186,079, filed on Feb. 26, 2021, entitled“METHODS AND SYSTEM FOR ESTIMATING PERCENTAGE TORQUE PRODUCED BY APROPULSOR CONFIGURED FOR USE IN AN ELECTRIC AIRCRAFT,”, and U.S.Nonprovisional application Ser. No. 17/321,662, filed on May 17, 2021,entitled “AIRCRAFT FOR FIXED PITCH LIFT,”, the entirety of each one ofwhich is incorporated herein by reference.

With continued reference to FIG. 2A, in some embodiments, at least asensor 224 may be communicatively connected to pusher component(s) 116to receive flight component datum 252. Pusher component 116 may includea propulsor, a propeller, a blade, a motor, a rotor, a rotating element,an aileron, a rudder, arrangements thereof, combinations thereof, andthe like. Each pusher component 116, when a plurality is present, of theplurality of flight components 108 is configured to produce, in anembodiment, substantially forward and/or horizontal thrust such that theaircraft moves forward.

Still referring to FIG. 2A, ss used in this disclosure, a “pushercomponent” is a component that pushes and/or thrusts an aircraft througha medium. As a non-limiting example, pusher component 116 may include apusher propeller, a paddle wheel, a pusher motor, a pusher propulsor,and the like. Additionally, or alternatively, pusher flight componentmay include a plurality of pusher flight components. Pusher component116 is configured to produce a forward thrust. As a non-limitingexample, forward thrust may include a force to force aircraft to in ahorizontal direction along the longitudinal axis. As a furthernon-limiting example, pusher component 116 may twist and/or rotate topull air behind it and, at the same time, push aircraft 100 (FIG. 1 )forward with an equal amount of force. In an embodiment, and withoutlimitation, the more air forced behind aircraft, the greater the thrustforce with which the aircraft is pushed horizontally will be. In anotherembodiment, and without limitation, forward thrust may force aircraft100 through the medium of relative air. Additionally or alternatively,plurality of flight components 108 may include one or more pullercomponents. As used in this disclosure a “puller component” is acomponent that pulls and/or tows an aircraft through a medium. As anon-limiting example, puller component may include a flight componentsuch as a puller propeller, a puller motor, a tractor propeller, apuller propulsor, and the like. Additionally, or alternatively, pullercomponent may include a plurality of puller flight components.

Still referring to FIG. 2A, in an embodiment, at least a sensor 224 mayinclude a torque sensor communicatively connected to a propulsor, liftcomponent or pusher component to detect its performance. For example,and without limitation, torque sensor may include a load cell, such asan in-line torque load cell, a device to measure torque using existingcurrent measurement and/or voltage estimates at an inverter or motorlevel, such as with a current sensor, voltage sensor, or any othercomponent suitable for sensing torque. In an embodiment, and withoutlimitation, torque may be a measure of a force which rotates propulsor.At least a sensor 224, in an embodiment, may include a speed sensor, forexample, and without limitation, as speed sensor to detect rotationalspeed of propulsor in revolutions per minute (RPM). Some torque andspeed sensors which may efficaciously be utilized in accordance withcertain embodiments are disclosed in U.S. Nonprovisional applicationSer. No. 17/361,463, filed on Jun. 29, 2021, entitled “SYSTEM AND METHODFOR AIRSPEED ESTIMATION UTILIZING PROPULSOR DATA IN ELECTRIC VERTICALTAKEOFF AND LANDING AIRCRAFT,”, the entirety of which is incorporatedherein by reference.

Still referring to FIG. 2A, in some embodiments, at least a sensor 224may be communicatively connected to power source or electric motor(s)236 to receive flight component datum 252. As used in this disclosure a“power source” is a source that drives and/or controls any flightcomponent and/or other aircraft component. For example, and withoutlimitation power source may include motor 236 that operates to move oneor more lift components 112 and/or one or more pusher components 116, todrive one or more blades, or the like thereof. Motor(s) 236 may bedriven by direct current (DC) electric power and may include, withoutlimitation, brushless DC electric motors, switched reluctance motors,induction motors, or any combination thereof. Motor(s) 236 may alsoinclude electronic speed controllers or other components for regulatingmotor speed, rotation direction, and/or dynamic braking. A “motor” asused in this disclosure is any machine that converts non-mechanicalenergy into mechanical energy. An “electric motor” as used in thisdisclosure is any machine that converts electrical energy intomechanical energy.

With continued reference to FIG. 2A, embodiments as disclosed hereinencompass sensors which may be used to detect information on aircraftcomponents, such as flight components, as well as sensors which may beused to detect information regarding other phenomena associated withaircraft (e.g. aircraft 100 of FIG. 1 ). These other sensors mayinclude, without limitation, a weather sensor, an external environmentsensor, a wind sensor, an air speed sensor, a location sensor, aposition sensor, a terrain sensor, a landscape sensor, an obstaclesensor, and the like, among others, and may be provided on aircraft or,in some cases, remote from it, as suitable.

Still referring to FIG. 2A, in an embodiment, plurality of flight data216 may include an external environment datum. As used in thisdisclosure, an “external environment datum” is any information on acondition external to an aircraft which may affect aircraft flight. Forexample, and without limitation, weather and wind conditions and anyturbulence around aircraft. These conditions may be detected by one ormore sensors on or onboard aircraft. Additionally, data on suchconditions, and the like, along aircraft's projected trajectory may beprovided by remote sensors. Certain environmental and weather sensorswhich may efficaciously be utilized in accordance with some embodimentsare disclosed in U.S. Nonprovisional application Ser. No. 17/374,055,filed on Jul. 13, 2021, entitled “SYSTEM AND METHOD FOR AUTOMATED AIRTRAFFIC CONTROL,”, the entirety of which is incorporated herein byreference.

With continued reference to FIG. 2A, in an embodiment, system 200 mayinclude weather sensor 240 configured to detect a weather datum externalto aircraft. Weather sensor 240 may provide a weather datum to flightcontroller 124. Plurality of flight data 216 may include weather datum.Weather sensor 240 may be on or onboard aircraft or remote from it.

Still referring to FIG. 2A, as used in this disclosure, a “weathersensor” may include any sensor configured to detect, sense and/ormeasure a weather phenomenon in an environment exterior to aircraft. Forexample, and without limitation, weather sensor may be configured todetect the temperature, humidity, pressure, air or wind speed and/ordirection, moisture content, fog level, and the like, and may include,without limitation, an inertial measurement unit (IMU), gyroscope,temperature sensor, proximity sensor, pressure sensor, light sensor, airspeed sensor, and the like. Weather sensor may include, withoutlimitation, an all-in-one weather sensor which is configured to measuremultiple parameters, such as, and without limitation, wind speed anddirection, precipitation, barometric pressure, temperature, relativehumidity, and the like among other parameters. In some embodiments, atleast a sensor includes a sensor external to aircraft and located at orconnected to an external source. For example, and without limitation,weather sensor may be at a weather service, airport, airplane, localtower, connected to the internet, and the like. As used in thisdisclosure, a “weather datum” is a metric describing a state of weather,such as, without limitation, that of an environment exterior to anaircraft. For example, and without limitation, weather datum may includea temperature, humidity, pressure, air or wind speed and/or direction,moisture content, fog level, turbulence, and the like. Weather datum mayalso include historical data on the weather and future projectionsrelating to the weather.

Still referring to FIG. 2A, in an embodiment, system 200 may include anair speed or wind sensor 244 configured to detect an air speed datumexternal to aircraft. Air speed sensor 244 may be on or onboard aircraftor remote from it. An “air speed sensor” as used in this disclosure isany sensor configured to detect, sense and/or measure an air speed datumin an environment exterior to aircraft. For example, and withoutlimitation, an air speed datum may include wind speed and/or direction.Air speed or wind sensors may include, without limitation, anemometers,pitot tubes, hot-wire sensors, laser doppler sensors, ultrasonicsensors, pressure sensors, and the like among others. As used in thisdisclosure, an “air speed datum” is a metric describing a dynamic stateof air in an environment exterior to an aircraft. For example, andwithout limitation, air speed datum may include wind velocity, windspeed, wind direction, vorticity, turbulence, and the like, amongothers. Air speed sensor 244 may provide or transmit air speed datum toflight controller 124. Plurality of flight data 216 may include airspeed datum.

Still referring to FIG. 2A, in an embodiment, system 200 may include aterrain or landscape sensor 248 configured to detect the terrain and/orlandscape below, around and/or external to aircraft. Terrain sensor 248may provide or transmit terrain (or landscape) datum to flightcontroller 124. Plurality of flight data 216 may include terrain datum.As used in this disclosure, a “terrain sensor” is any sensor configuredto detect, sense and/or measure a topographical feature external toaircraft. A “terrain datum” is information on a topographical featureexternal to aircraft. For example, and without limitation, a terraindatum may include detection of land or water below or around aircraft,type of land (e.g. desert, mountain, buildings, skyscrapers), obstaclesaround aircraft, and the like, among others.

With continued reference to FIG. 2A, in some embodiments, flightcontroller 124 may be configured to communicate (e.g. receive and/ortransmit data and/or signals) with one or more sensors, including atleast a sensor 224, weather sensor 240, air speed sensor 244, terrainsensor 248, and/or flight component(s) 108, including lift component(s)112, pusher component(s) 116, battery pack(s) 228 including battery(ies)232, and electric motor(s) 236. Flight controller 124, in an embodiment,may include any computing device and/or combination of computing devicesprogrammed to operate aircraft. In an embodiment, flight controller 124may be onboard aircraft. In another embodiment, flight controller 124may be remote from aircraft. In an embodiment, flight controller 124 mayinclude a proportional-integral-derivative (PID) controller. In someembodiments, one or more of the sensors as disclosed herein (or theirequivalents) may be included in flight controller 124, as needed ordesired.

Still referring to FIG. 2A, in an embodiment, flight component datum 252and/or flight data 216 may include information on energy capacity of anenergy source, for example, and without limitation, a metric relating toremaining energy of battery pack 228 and/or battery 232. In anembodiment, flight component datum 252 and/or flight data 216 mayinclude an energy performance datum which may include information onstate of charge (SOC) of a battery, for example, and without limitation,a metric relating to remaining charge of battery pack 228 and/or battery232. In an embodiment, flight component datum 252 and/or flight data 216may include a flight performance datum which may include information ontorque of a propulsor, for example, and without limitation, a metricrelating to torque and/or rotational speed (RPM) of a lift component 112and/or pusher component 116.

Still referring to FIG. 2A, as used in this disclosure, “energyperformance datum” is information on performance and/or operation of anenergy source of an aircraft. Energy source may include, withoutlimitation, a battery system, a battery module, a battery unit, abattery pack, a battery, an electrochemical cell or a battery cell,among others. For example, in some embodiments, energy source mayinclude one or more battery packs 228 and/or battery(ies) 232 or batterycell(s). Energy performance datum may include, without limitation,battery performance datum such as, without limitation, an element ofdata including battery state of charge (SOC), battery capacity, batteryoutput rate, battery life cycle, battery consumption rate, batterytemperature, electrical integrity, ground fault, short circuit, batteryambient conditions, and the like, among others. Energy performance datummay include, without limitation, any metric relating to current and/orprojected energy capacity of energy source, such as, without limitationan energy source including one or more batteries or batteries cells.Certain energy sources, battery packs, batteries and associated sensorsto measure performance which may efficaciously be utilized in accordancewith some embodiments are disclosed in U.S. Nonprovisional applicationSer. No. 17/405,840, filed on Aug. 18, 2021, entitled “CONNECTOR ANDMETHODS OF USE FOR CHARGING AN ELECTRIC VEHICLE,”, the entirety of whichis incorporated herein by reference.

Still referring to FIG. 2A, as used in this disclosure, a “flightperformance datum” is information on performance and/or operation of anaircraft component that affects flight of an aircraft. For example, andwithout limitation, flight performance datum may include an element ofdata identifying and/or describing the parameters for a flight plan.Aircraft components may include, without limitation, any flightcomponents 108 including, for example and without limitation, liftcomponent(s) 112, pusher component(s) 116, and electric motor(s) 236. Insome embodiments, aircraft components may include energy sourcecomponents. Flight performance datum may include, without limitation,any metric relating to propulsor torque, propulsor rotational speed(RPM), motor efficiency, altitude, attitude, pitch, yaw, roll, intendedflight plan, flight trajectory, predicted flight path, maximum flightpath, minimum flight path, and the like, among others.

With continued reference to FIG. 2A, in an embodiment, flight data 216may include a location datum. As used in this disclosure, a “locationdatum” is information on a spatial position of an aircraft. For example,and without limitation, location datum may include information onaircraft's attitude, altitude, latitude, longitude, and the like, amongothers. Location datum may include, without limitation, information onaircraft's relative location or position from a particular reference(e.g. a boundary, a building, a mountain, a lake, etc.). Location datummay include, without limitation, information on aircraft's location orposition relative to one or more other aircrafts (or other movingobjects) which may change over time based on movement of each aircraft.

Still referring to FIG. 2A, in an embodiment, flight data 216 mayinclude an aircraft identity datum. As used in this disclosure, an“aircraft identity datum” is information on a specific feature of aparticular aircraft. For example, and without limitation, aircraftidentity datum may include information on type of aircraft (e.g.electric aircraft, eVTOL aircraft, hybrid-electric aircraft, jet engineaircraft, etc.), number of batteries onboard aircraft, payload ofaircraft, cargo, number of passengers onboard, number of flightcomponents, and the like, among others.

Still referring to FIG. 2A, in some embodiments, flight boundary 212(and/or aircraft movement limit(s) 204) may be determined by using amachine-learning process, algorithm and/or model. This determination mayinclude, without limitation, include training machine-learning processwith training data correlating aircraft flight data, aircraft flightboundary data, and/or aircraft flight movement data, and generatingflight boundary 212 and/or flight movement limit(s) 204 for aircraft asa function of machine-learning process and plurality of flight data 216.Machine-learning process may be implemented at or by flight controller124 and/or one or more other computing devices, as needed or desired.Any of the machine learning processes, algorithms, and/or models asdisclosed herein may be efficaciously used to determined flight boundary212. Any of the training techniques and/or training data and/or sets oftraining data as disclosed herein may be efficaciously used todetermined flight boundary 212. Certain embodiments of machine learningprocesses are discussed further herein with reference to at least FIG. 4. Training data may include, without limitation, aircraft flight data,aircraft flight boundary data and/or aircraft movement limit data. Forreference, “flight data,” “flight boundary,” and “aircraft movementlimit” have been defined above. Also, “machine-learning process” and“training data” are defined below with reference to FIG. 4 . A pluralityof data may be used to train machine-learning process such as, andwithout limitation, simulated data, data from other users, data fromthird-party companies, and any publicly accessible data. Training datamay include data from past flights including, without limitation,behavior of aircraft that may have encountered and/or evinced variousflight data patterns on past real flights. Such encounters may include,without limitation, failure and/or degradation of aircraft componentsin-flight, weather conditions (e.g. extreme rain, turbulence and/orlightning), and the like, among others. Training data, such as from pastflights, may also be supplemented or replaced by, for example, updatedand/or more accurate, data as might be input by users, pilots, fleetmanagement agencies, aviation authorities, and the like, among others.Training data, such as from past flights, may also be supplemented orreplaced by, for example, updated and/or more accurate, data fromdatabases, other online and/or electronic sources, and the like.

Referring now to FIG. 2B, an exemplary embodiment of a flight boundaryfor an aircraft is schematically illustrated. Flight boundary 212 may bedetermined or generated by any of the embodiments of system 200 asdisclosed herein. An exemplary flight path (or trajectory) of anaircraft is also schematically shown in the drawing. Flight path may bean intended or actual flight path of aircraft.

Various embodiments as disclosed may provide a technique to set orotherwise adjust one or more aircraft movement limits. In someapplications, without limitation, one or more of the technique(s)described herein may be used while pilots are learning how to fly asingle-seat aircraft. With a single-seat aircraft, there may be no roomin the aircraft for a flight instructor. Aircraft movement limits mayenable an inexperienced pilot to safely learn how to fly single-seataircraft, even if there is no flight instructor present in the aircraftand/or even if the pilot is not obeying the instructions of a flightinstructor or other supervisor on the ground. In some embodiments, thetraining site may be an overwater training site and one or more aircraftmovement limit(s) may be used to keep aircraft over the water forsafety. In some embodiments, aircraft movement limit(s) (e.g.,associated with an altitude limit and/or a velocity limit) may beadjusted by a flight instructor or other supervisor on the grounddepending upon a novice pilot's progress and/or how safely a pilot maybe flying. In some embodiments, an aircraft's state information (e.g.,the aircraft's position with respect to something) may be continuouslymonitored and adjustments to an aircraft movement limit may be madedynamically and/or in real time in response to the aircraft's currentstate.

Embodiments as disclosed herein may be efficaciously used in conjunctionwith any aircraft. For example, and without limitation, single-seataircraft, vertical takeoff and landing (VTOL) aircraft, multi-seataircraft, conventional takeoff and landing (CTOL) aircraft, electricaircraft, hybrid-electric aircraft, and the like, among others. Also, avariety of techniques are described herein and these techniques may beused in any combination with each other, even if there is no examplewith that specific combination.

It is to be understood that in any of methods A, B, C, D, E, F and G,and associated examples, below, any of the embodiments of flightcontroller of the present disclosure may be used, alternatively oradditionally, to a base station, flight instructor or supervisor, and/orcomputing device, to set aircraft movement limits (and/or associatedvalues), generate control signals, determine flight boundaries, receivedata, receive instructions and/or perform any other describedcomputations, determinations and/or generations. These methods are forexemplary purposes only and are not limiting to the present disclosure.Moreover, flight boundary is not restricted to merely above a region,but may include any space as discussed above.

Method A represents an exemplary process which may be used to set anaircraft movement limit to some value where the aircraft movement limitis used to generate a control signal for an aircraft. In someembodiments, the process of method A may be used to control or otherwiseconstrain the flight of, without limitation, a single-seat aircraft. Forexample, a single-seat aircraft may not have space for a flightinstructor when a new pilot is learning how to fly the aircraft. Theprocess of method A may enable a new pilot to more safely learn how tofly aircraft, even if a flight instructor is not present in the aircraft(e.g., to provide guidance and/or intervene). This process of method Amay be used even after some training session has ended (e.g., to protectpilots flying in some common airspace, such as over a recreationalairspace over a lake). In some embodiments, any of the systems and/orcontrollers (for example, and without limitation system 100 and/flightcontroller 124) as disclosed herein, such as those of FIG. 2A, may beused to implement method A, or any of the other methods of the presentdisclosure.

At a step or first step of method A, a value for aircraft movement limitmay be received, wherein the aircraft movement limit may be associatedwith a manned aircraft. The term aircraft movement limit is associatedwith some limit to the movement of an aircraft (for example, and withoutlimitation, where a pilot's instructions will be obeyed only to thedegree permitted by the aircraft movement limit, if any). The valuewhich is received at this step may be obtained from a variety ofsources. In some embodiments, the value may be specified and/or selectedmanually, for example, by a flight instructor or some other supervisor.In some embodiments, the value may be automatically determined, forexample, by a controller or computing device. For example, and withoutlimitation, depending upon some state information associated withaircraft (e.g., the aircraft's position relative to something, theaircraft's velocity, the aircraft's altitude, etc.), the value which isreceived at this step may be determined using a machine-learningprocess, function, lookup table, mapping, etc.

In some embodiments, aircraft movement limit may include a positionlimit associated with the aircraft, including (but not limited to) anattitude limit, an altitude limit, a latitude limit, and a longitudelimit. In some embodiments, a position limit may be relative to someboundary (e.g., the aircraft's position should remain over a body ofwater or some smaller area within that body of water, and/or within aparticular altitude range). In some embodiments, a position limit may berelative to some other aircraft (e.g., any two aircraft must remain adistance of “2r” apart, where “r” is the radius of some “bubble” aroundeach aircraft).

In addition to or as an alternative to position limit as aircraftmovement limit, in some embodiments, the aircraft movement limit may bea velocity limit. Some examples include a forward velocity limit, alateral velocity limit, a rotational velocity limit (e.g., about a yawor vertical axis), a vertical velocity limit, or a limit associated witha desired direction of movement (for example, and without limitation,indicated by an input device such as a joystick, and the like, amongothers). Other examples of aircraft movement limit may include a limitto some other rate associated with the aircraft, such as an attituderate limit. In some embodiments, aircraft movement limit may include anacceleration limit.

At a next or another step of method A, aircraft movement limit mayautomatically be set to the value. By setting the aircraft movementautomatically, a pilot may not be able to override the changing orsetting of aircraft movement limit to a different, modified or newvalue. For example, if pilot is flying recklessly, a flight instructoror other supervisor may set velocity limit(s) of that aircraft to zeroso that the aircraft is forced to come to a stop (i.e., hover mid-air).Being able to set aircraft movement limit to the value enables flightinstructor or other supervisor to take control, even if pilot isuncooperative (one non-limiting example of how an aircraft movementlimit may be used). Even with a cooperative pilot, being able to setaircraft movement limit automatically (e.g., without pilot permission)may be desirable because then pilot is not distracted by a request toset or otherwise update aircraft movement limit. In some embodiments, acontroller or computing device may set aircraft movement limit.

At a next or another step of method A, a pilot instruction from pilotmay be received. For example, in some embodiments, one or more of thetechniques described herein may be performed by a single-seat, verticaltakeoff and landing (VTOL) multi-copter or and eVTOL aircraft. Thisexemplary multi-copter may have two input devices via which pilotinstruction can be received, which may include, for example, and withoutlimitation, a joystick with a twistable knob at the tip of joystick(both of which may be spring centered) and a (e.g., up-down) thumbwheelwhich may also be spring centered. The two input devices may be placedor positioned so that one hand of the pilot (e.g., the right hand) maycontrol joystick and the other hand (e.g., the left hand) may controlthumbwheel. To takeoff or land (in this case, vertically), pilot may usethe up-down thumbwheel to ascend or descend vertically, thus changingthe altitude of multi-copter. To yaw (e.g., rotate about a vertical oryaw axis), twistable knob at tip or top of joystick may be used. To movein a horizontal plane at a given altitude, joystick (e.g., excluding thetwistable knob) may be used. In the event all input devices are released(e.g., pilot lets go of thumbwheel and joystick, including twistableknob), multi-copter may be designed to come to a stop (e.g., if it wasmoving) and hover in-place, mid-air.

At a next or another step of method A, a control signal for aircraft maybe generated using pilot instruction and aircraft movement limit. Forexample, with the exemplary multi-copter described above, there may beten propulsors, rotors or propellers and control signal may be for oneof the propulsors. Control signal may be based on pilot instruction, atleast to a degree that the pilot instruction does not violate or exceedaircraft movement limit (e.g., which may have been set to some limit atan earlier step of method A).

In an exemplary scenario, a flight instructor or other supervisor, orcontroller (e.g. flight controller 124 of FIG. 2A), may observe thatpilot is flying recklessly or is in distress. Flight instructor orsupervisor, or controller such as flight controller 124, may setvelocity limit(s) (one type of aircraft movement limit, among others) ofthe relevant aircraft to zero. With velocity limit(s) set to zero, evenif pilot moves joystick or thumbwheel, generated control signal(s), forexample in accordance with method A or any of the other methods asdisclosed herein, will correspond to a “hover in-place” value as opposedto a “move” value. Pilot instruction to move at a non-zero velocity willbe ignored or overridden since it is in violation of velocity limit(s)which is/are currently set to zero.

In some embodiments, aircraft movement limit may have an initial ordefault value which may be loaded or otherwise set when aircraft isstarted. For example, the process of method A may be used to updateaircraft movement limit throughout flight (e.g., depending upon theinstructions from flight instructor or other supervisor, or controllersuch as flight controller 124 of FIG. 2A, new values for aircraftmovement limit may be automatically determined based on current stateinformation, etc.). Stated differently, the process of method A may becontinuously performed during a flight to allow aircraft movement limitto be continuously or periodically updated, as needed or desired.

In an exemplary embodiment, aircraft may include, without limitation afloatable multi-copter with floats which permit the multi-copter to takeoff and land on water. Multi-copter may be constrained to fly over waterusing, for example, position limit(s) in accordance with embodiments ofthe present disclosure. In this exemplary embodiment, multi-copter maybe a single-seat, VTOL multi-copter. Multi-copter may be an electricmulti-copter, a hybrid-electric multi-copter, or a fuel-poweredmulti-copter. Multi-copter may include, without limitation, two floatswhich permit multi-copter to take off and land on water, if desired oras needed. This exemplary multi-copter may be designed to be easy to flyso that inexperienced pilots (e.g., without a pilot's license) canquickly learn how to fly it without having to undergo long hours offlight training. For safety reasons, training of new pilots may beenvisioned to occur over water because crashing or having a hard landingon water is relatively safer than on land. To further ensure safety ofnew pilots as they learn how to fly a multi-copter, any of thetechniques in accordance with embodiments disclosed in the presentdisclosure may be used to make the learning experience even safer.

In some embodiments, position limit (a type of aircraft movement limit,among others) may be set to some value that corresponds to “over water.”For example, values received in accordance with method A, or any of theother embodiments as disclosed herein, may correspond to permittedover-water locations (e.g., one or more latitude and longitude pairswhich correspond to permitted positions over water, a “stay over water”bit may be set to TRUE or FALSE, etc.). In some embodiments, thesevalues may have some buffer or margin between the shoreline and thepermitted positions.

In some embodiments, to ensure the safety of new pilots, there may besome limit on floatable multi-copter's velocity and position inoverwater training sessions. In one example, floatable multi-copters maybe constrained to have: a position limit (e.g., must stay over water,cannot go higher than an altitude limit, must stay a minimum distanceaway from other multi-copters/pilots, etc.), a velocity limit (e.g., inany direction or along any axis of rotation), an attitude rate limit(e.g., so the pilots cannot go nose-up or nose-down too quickly), etc.

In some embodiments, generation of control signal, for example, inaccordance with method A or any of the other embodiments as disclosedherein, in the context of the floatable multi-copter example (i.e.,multi-copter is limited to be over water) may be position-based and/orsensor-based. For example, with a sensor-based approach, there may besensors mounted to, for example, and without limitation, a fuselage orlower surface of multi-copter which (e.g., based on the returned signal)may be able differentiate between water and land. Or, with aposition-based approach, aircraft may communicate with a globalpositioning system (GPS) satellite, or the like, in order to determineits position (e.g., latitude and longitude). Given its position, incombination with some database and/or map of bodies of water and theirlocation(s), it can be determined whether multi-copter is over land orwater. Any of the suitable sensors as disclosed herein may beefficaciously utilized in this sensor-based approach.

The capability, in accordance with some embodiment, to configureaircraft movement limit so that aircraft is limited to remain over watermay permit a variety of flight modes which can be turned on or off, asdesired or needed. For example, and without limitation, floatablemulti-copter may also take off and land on land. In one example usagescenario, on weekends, floatable multi-copter may be brought to a bodyof water and may be flown over a body of water. During this time, forsafety, aircraft movement limit(s) may be set so that aircraft islimited to fly over water. At the end of the day, floatable multi-coptermay be brought back home where the multi-copter may be used as apersonal transportation device to fly between a home and an officeduring weekdays. This flight path may go over land and for this type offlight path aircraft movement limit may be (re)set so that multi-copteris permitted to fly over land.

The above floatable multi-copter example illustrating use of a positionlimit to influence a multi-copter to fly over water may, in accordancewith some embodiments, be described by method B. In an embodiment,method B provides a process to set a position limit so that an aircraftremains over water. Method B may be considered a modified version ofmethod A with modified steps, and as such certain details discussed inconjunction with method A above are not repeated. In variousembodiments, the process of method B may be initiated by a pilot (e.g.,so that the pilot can put an aircraft into this mode even if they are bythemselves), a flight instructor or other supervisor (e.g., gettingaircraft ready for a training session), or by a base station near a bodyof water (e.g., which may automatically detect aircrafts in the vicinityof the body of water and automatically initiates the process shown here)and/or by a controller such as flight controller 124 of FIG. 2A. Basestation may include, without limitation, an air traffic control (ATC)facility, an airport, a landing strip, pad or deck, a rechargingstation, a refueling station, a fleet management facility, a weatherstation, and the like, among others. Base station may be, withoutlimitation, equipped with and/or communicatively connected to acontroller, such as flight controller 124 of FIG. 2A.

At a step or first step of method B, a value for aircraft movement limitmay be received, wherein aircraft movement limit may be associated witha manned aircraft pilot and aircraft movement limit may include aposition limit, among others. For example, position limit may includelimits on aircraft's permitted latitude and/or longitude (e.g., so thataircraft remains over water which may be safer than flying over land).In some embodiments, the value may be for or associated with some partof body of water so that aircraft may remain over a subsection of bodyof water instead of being able to roam over the entire body of water.

At a next or another step of method B, aircraft movement limit may beautomatically set to the value, wherein the value is associated withbody of water. In one example, before a training session or lesson, aflight instructor may fly aircraft from land, and land on body of water.Aircraft movement limit may then be set at this step.

At a next or another step of method B, a pilot instruction may bereceived from a pilot. For example, pilot instruction may push ajoystick forward and hold it, causing an exemplary multi-copter, orother suitable aircraft as disclosed herein, to fly forward and approachthe shoreline of body of water.

At a next or another step of method B, a control signal for aircraft maybe generated using pilot instruction and aircraft movement limit,wherein control signal may constrain aircraft to stay above body ofwater. For example, as an exemplary multi-copter, or other suitableaircraft as disclosed herein, approaches the shoreline, control signal(e.g., directed to one of the propulsors, rotors, or the like) maytransition from a “fly forward” value to a “hover in place” value sothat multi-copter, or other aircraft, does not cross some imaginaryboundary (e.g., at or near the shoreline). In some embodiments, aircraftmay be constrained to remain over some region of the body of water(e.g., as opposed to being able to range over the entire body of water).For example, and without limitation, if there are two or more aircraftflying over the body of water, in some embodiments, the aircrafts may beconfined or otherwise constrained to different regions of the body ofwater.

As also noted above and herein, at least some of the techniquesdisclosed herein may be used to ensure the safety of pilots learning howto fly. In some embodiments, a base station may be used to adjust thevalue of aircraft movement limit (e.g., during a training session of newpilots, or even after a training session by a lifeguard or monitor of ashared recreational body of water). In such embodiments, base stationmay be capable of changing the value of aircraft movement limit in aselected aircraft. For example, multiple pilots may be learning how tofly a multi-copter, or other aircraft. To mitigate damage in the eventof a hard landing or crash, multi-copters (or other aircrafts) may becompelled to fly over a body of water, for example, using some of thetechniques described above and herein. In this example, there may be aflight instructor or supervisor on the ground at this overwater trainingsite. Flight instructor may have access to a base station which canselectively adjust aircraft movement limit on a selected multi-copter,or other aircraft, as or if needed. In some embodiments, a flightcontroller (e.g. flight controller 124 of FIG. 2A) may be used to adjustthe value of aircraft movement limit.

For example, the pilot of a first multi-copter MC1, or other aircraft,may be flying in a safe and responsible manner. The pilot of a secondmulti-copter MC2, or other aircraft, may be flying too fast and/orrecklessly. To slow second multi-copter down, one or more velocitylimits (a type of aircraft movement limit, among others) for MC2 may bedecreased using base station to provide instruction. In some instances,and without limitation, using base station, flight instructor,controller, or computing device may identify MC2 as the multi-copter towhich instruction is directed and specify one or more new velocitylimits. In some embodiments, predefined limits (for example, and withoutlimitation, multiples of five or ten) and/or qualitative suggestions(e.g., slow down a little, slow down a lot, stop, etc.) may be offeredby base station. Base station may then generate an instruction andbroadcast it over, for example and without limitation, a wirelesschannel so that it may be received by both MC1 and MC2. In such anexample, among other embodiments, instruction may include anidentification of the multi-copter, or other aircraft, to which theinstruction is directed (in this case, MC2). With this “To” field, firstmulti-copter MC1 would have knowledge that instruction is not directedto it and ignore or overlook the instruction. Second multi-copter MC2would be able to see its identifier in the “To” field and make thechanges specified by instruction.

In some embodiments, each aircraft, for example first and secondmulti-copter, may manage multiple aircraft movement limits. Since notall aircraft movement limits may necessarily be set by a giveninstruction, in some embodiments, an instruction may identify whichaircraft movement limit(s) are being set or otherwise updated by thisparticular instruction. For example, and without limitation, allvelocity limits may be set or otherwise updated by an instruction.Instruction may also include, without limitation, new values for thosespecified limits which instruction may set, for example and withoutlimitation, all velocity limits to a new value.

Some examples of various aircraft movement limits include, withoutlimitation, an altitude limit (e.g., above which aircraft is notpermitted to fly) as well as one or more velocity limits (e.g.,associated with movement relative to various directions, planes, axes,etc.) where aircraft is not permitted to fly faster than the limit(e.g., relative to the associated direction, plane, axis, etc.). Forexample, there may be a vertical velocity limit (e.g., how fast aircraftcan ascend or descend along a vertical axis), a forward flight velocitylimit (e.g., for flight within some lateral plane at a given altitude),a yaw rate limit (e.g., how fast aircraft is permitted to rotate about ayaw or vertical axis), as well as a pitch rate limit (e.g., how fastaircraft is permitted to pitch nose-up or nose-down about a pitch axis),etc. The latter two limits may more generally be referred to asrotational rate limits.

In an extreme example, velocity limit(s) of aircraft, such as secondmulti-copter MC2 above, may be reduced to zero, such that themulti-copter, or other aircraft, comes to a stop, hovering mid-air. Insome embodiments, if desired, base station may be used to manually landthe halted multi-copter (or other aircraft) or initiate an autonomouslanding sequence from some base station (e.g., managed by anon-the-ground flight instructor, other supervisor, controller such asflight controller 124 of FIG. 2A, or computing device). As with theinstruction to change the velocity limit(s), such an instruction may besent wirelessly and may include some unique aircraft identifier so thatthe appropriate aircraft lands and the other aircraft are not compelledor forced to land.

Alternatively, if a pilot is demonstrating progress and is flying in aresponsible manner, one or more aircraft movement limits may beincreased. For example, since pilot of first aircraft MC1 (as discussedabove) has been flying safely on current settings, one or more aircraftmovement limits, such as a velocity limit and/or an altitude limit, maybe increased, as needed or desired.

In various embodiments, base station features and/or operation may beimplemented in a variety of ways, for example, and without limitation,depending upon facilities available at the site, such as an overwatertraining site. For example, if there is no power source, base stationmay be a battery-powered, hand-held, and/or portable base station.Alternatively, if an AC power source is available, then the base stationmay operate off an AC power supply and be more permanent and/or larger.Any appropriate wireless communication channel may efficaciously beused, such as and without limitation, satellite communication, mobilenetwork communication, radio communication, and the like, among others.In some embodiment, flight controller 124 (see FIG. 2A) mayefficaciously be provided at base station or may communicate with basestation, as needed or desired.

In some embodiments, a process to set an aircraft movement limit using abase station may be exemplified by method C. Steps of the process ofmethod C, in some embodiments, may efficaciously be used in conjunctionwith methods A and B, as well as other embodiments of the presentdisclosure.

At a step or first step of method C, an instruction to set aircraftmovement limit may be received from a base station, wherein theinstruction may include an aircraft identifier and a specified value foraircraft movement limit. For example, instruction may include anaircraft identifier, such as for second aircraft as “MC2”, and a newvalue for one or more velocity limit(s), for example and withoutlimitation, as “5 mph.” In some embodiments, this is how a value foraircraft movement limit may be received at a suitable step in method A,such as a first step.

At a next or another step of method C, it may be decided whether to obeyinstruction, including by determining if aircraft identifier matches anidentifier associated with the aircraft. For example, first aircraft MC1could ignore instruction but second aircraft MC2 could perform theinstruction to decrease velocity limit(s). In some embodiments, thedecision at this step may include verification and/or security processesto prevent a malicious and/or unauthorized user from changing aircraftmovement limit.

At a next or another step of method C, in response to deciding to obeythe instruction, aircraft movement limit may automatically be set to thespecified value. For example, and without limitation, instruction mayinclude an aircraft identifier associated with second aircraft MC2 andso MC2 would make the change or update to the specified aircraftmovement limit specified by instruction. In some embodiments, settingaircraft movement limit to a value at a step (e.g. second step) mayinclude these last above two steps of method C.

Conversely, if it is decided not to obey instruction, then aircraftmovement limit(s) is/are not changed. For example, as discussed above,an instruction to change an aircraft movement limit may be directed tosecond aircraft MC2, and not first aircraft MC1, and so the latteraircraft could ignore the instruction, keeping its aircraft movementlimit unchanged.

In some exemplary embodiments, geofencing may be provided wherein a bodyof water may be divided into two (or more) regions with the arrival of asecond aircraft or multi-copter such as MC2 in addition to an alreadypresent aircraft or multi-copter such as MC1. In such an example, eachregion or zone may have at most one aircraft to prevent collisions.

For example, a single or first aircraft MC1 may be flying over a lake.When only one aircraft (such as first aircraft MC1) is present, thataircraft may be permitted to fly or otherwise roam over all parts oflake. In other words, there may be no part of lake that is off limits toaircraft MC1, at least in the current state or time. Now, a secondaircraft (such as second aircraft MC2) may arrive at lake so that thereare now two aircraft (such as MC1 and MC2) at the lake. To prevent acollision between the two aircraft, lake may be divided in half tocreate or otherwise define two regions, such as a first region and asecond region. MC1 may only be permitted to fly over first region andcannot fly in second region. Similarly, MC2 may only be permitted to flyover second region and may not be permitted to fly over first region.This description is one example, without limitation, of how geofencingmay be implemented.

In some embodiments, base station may perform a number of functions oroperations to support geofencing or division of lake, such as describedabove. For example, each of the two aircraft (such as MC1 and MC2) maybroadcast information over a wireless channel, or the like, which maypermit base station to know how many aircrafts are flying over lake. Forexample, each aircraft may broadcast its aircraft identifier (at least)which may permit base station to subsequently direct instructions (e.g.,to change an aircraft movement limit) to a particular aircraft. Thisinformation broadcast by aircraft may also permit base station to detectwhen there is a change from a single aircraft over a body of water, suchas a lake, to when two or more aircrafts are present over body of water,such as the lake. Once base station detects an increase in the number ofaircrafts from one to two or more, base station may set appropriateaircraft movement limits in each aircraft, for example aircrafts MC1 andMC2, so that they fly over respective regions, such as first and secondregions for aircrafts MC1 and MC2 respectively. In some embodiments,base station may store a variety of floorplans for various numbers ofaircrafts so that there are predefined regions readily available. Forexample, base station may have a floorplan for two aircrafts (e.g., withtwo predefined regions), a floorplan for three aircrafts (e.g., withthree predefined regions), etc. In some embodiments, flight controller124 (see, e.g., FIG. 2A) may perform a number of functions or operationsto support geofencing or division of a particular region.

In some embodiments, base station (and/or flight controller 124) mayperform operations or functions to more smoothly and/or safely switchfrom n regions to (n+1) regions or vice versa. For example, it may besafer to have all of the aircrafts come to a stop when changing thenumber and/or location of the regions. Base station may issueinstructions to set appropriate aircraft movement limits, bringing allof the aircrafts to a stop. Base station may then issue a second roundor set of instructions to the stopped aircrafts to update theappropriate aircraft movement limits with the new regions. Base stationmay then issue a third round or set of instructions to update theappropriate aircraft movement limits so that the aircrafts can againmove (e.g., within the new region allocated to that particularaircraft).

To more quickly and/or safely switch from geofencing for a singleaircraft, such as for MC1 over a lake, to that for two aircrafts, suchas MC1 and MC2 over the lake, as discussed above, in some embodiments,base station (and/or flight controller 124) may be used to escort ornudge an aircraft to a different part of the lake if its currentposition is not within its new region. For example, suppose that MC1 hadbeen in second region when the switch from a single region to tworegions was about to be performed. In some embodiments, a flightinstructor, a controller, or a computing device may use the base stationto take over the controls of MC1 and fly MC1 from second region to firstregion to more quickly make the switch. Alternatively, in someembodiments, base station may be used to initiate some autonomous (e.g.using a controller, computing device, or the like) flight of MC1 fromsecond region to first region. In contrast, if a novice pilot had to flyout of second region to first region on their own so that the two-regionfloorplan could be obeyed, it might take longer, be more stressful for apilot, and/or increase the likelihood of a collision.

Similarly, base station (and/or flight controller 124) may detect whenthe number of aircrafts flying over lake decreases, for example, becausesomeone is done flying. For brevity, associated operations are notdescribed herein, but operations and/or processes (similar to thosedescribed above) may be performed to make the switch from (n+1) regionsto n regions easier, faster, and/or safer. In some embodiments, basestation may perform any of these operations or functions (as discussedherein including above) autonomously or otherwise automatically (e.g.,without requiring the intervention of a flight instructor or supervisoron the ground) by utilizing, for example and without limitation, acontroller, computing device, or the like. For instance, this couldenable a family or group of friends to fly together over a body of waterwithout having to have someone man base station. People could come andgo throughout the day and the different regions (e.g., enforced throughthe appropriate setting of the appropriate aircraft movement limit(s))would be updated automatically.

In some embodiments, a process to perform geofencing using regions overa body of water may be exemplified by method D. For example, the processof method D may be performed by a base station (and/or flight controller124), such as the above described base station and first aircraft MC1and second aircraft MC2 over a lake. In the context of method A, thevalue received at a step, such as first step, for a given aircraftmovement limit (e.g., used to enforce the new boundaries of the newfloorplan) may be received from base station and the base station mayperform this process, in accordance with method D, in order to determineor otherwise generate that value.

At a step or first step of method D, a plurality of aircraft may becounted in order to obtain a number of aircraft. For example, basestation may count two or more aircrafts, such as and without limitation,first aircraft MC1 and second aircraft MC2.

At a next or another step of method D, a floorplan corresponding to thenumber of aircraft may be selected from a plurality of floorplans,wherein the floorplan may include a separate region over a body of waterfor each aircraft in the plurality of aircraft to fly over. For example,and without limitation, base station may store a floorplan with tworegions for when there are two aircrafts, a floorplan with three regionsfor when there are three aircrafts, and so on. For the example with twoaircraft MC1 and MC2 over a lake, the floorplan for two aircrafts wouldbe selected (e.g., where the lake may be divided down the middle).

At another or next step of method D, each aircraft in the plurality ofaircraft may be assigned to one of the regions in the floorplan. Forexample, in the context of two aircrafts, first aircraft MC1 may beassigned to first region and second aircraft MC2 may be assigned tosecond region. Depending upon the assigned region, base station mayupdate the appropriate aircraft movement limits. For example, andwithout limitation, base station may send an instruction to update oneor more location limits in MC1 to value(s) that correspond to firstregion. Similarly, and without limitation, base station could updateappropriate location limit(s) in MC2 to value(s) that correspond tosecond region.

This process, and/or steps, of method D may be repeatedly performed sothat as the number of aircraft changes (e.g., some aircraft begin flyingand others end their flight), the appropriate floorplan and/or number ofregions may be used.

In various exemplary embodiments, the state of aircraft (e.g., adistance from the aircraft, the aircraft's velocity, the aircraft'saltitude, etc.) may be used to select an appropriate value for aircraftmovement limit. This is further described below by way of a more generalprocess followed by more specific examples which can illustratedifferent applications or usage scenarios.

In some embodiments, a process to set an aircraft movement limit byusing a value which is selected based at least in part on stateinformation associated with aircraft may be exemplified by method E. Ata step or first step of method E, a value for an aircraft movement limitmay be received, wherein aircraft movement limit is associated with amanned aircraft and the value is determined based at least in part onstate information associated with aircraft. For example, as described inmore detail below, in various embodiments, state information may relateto a distance from aircraft (e.g., along a desired direction ofmovement), an (absolute) altitude of aircraft, or a (forward) velocityof aircraft. Depending upon the state of aircraft, appropriate valuesfor certain aircraft movement limits may be set automatically (e.g., bycontroller, such as flight controller 124 of FIG. 2A, computer,computing device, and the like, and/or without intervention by a flightinstructor or supervisor on the ground).

At another or next step of method E, aircraft movement limit may beautomatically set to the value. For example, in some cases, aircraftmovement limit may be a velocity limit along a desired direction ofmovement which may be used to perform geofencing. In some embodiments,aircraft movement limit may be a velocity limit and may be used to slowdown aircraft which are flying low to the ground. In some embodiments,aircraft movement limit may include an attitude limit which may be usedto reduce stress on certain types of aircrafts which have certainstructural configurations and/or vulnerabilities.

At another or next step of method E, a pilot instruction may be receivedfrom a pilot. At another or next step of method E, a control signal maybe generated for aircraft using pilot instruction and aircraft movementlimit. In some embodiments (e.g., where a velocity limit is used toenforce a geofence), any pilot instruction to fly beyond a boundarywould be countermanded by limiting a desired velocity per the velocitylimit. Or, if a low flying aircraft tries to fly faster than a velocitylimit's current value, the “too fast” desired velocity would be reducedin order to comply with the velocity limit. Or, if an aircraft is flyingforward too fast and tries to go nose-up or nose-down too much at thesame time (which could stress the airframe), the attitude limit wouldact to limit the desired attitude, thus reducing the stress on theairframe.

A more specific example of method E may include a geofencing examplewherein an aircraft should or must remain over a body of water. Such anexample may include, in an embodiment, a velocity limit which may be setbased on a distance along a desired direction of movement to ashoreline. For instance, one or more velocity limits (a type of aircraftmovement limit, among others) may be used to enforce a geofence whichincludes a shoreline. In other words, aircraft may be constrained to flyover water over some part of body of water or (alternatively) the entirebody of water. To ensure that aircraft does not fly past shoreline(e.g., because of some drift or error due to sensor noise, wind, etc.),velocity limit may be decreased (e.g., automatically using a controller,computing device, or the like) as the distance (measured along somedesired direction of movement) gets closer to shoreline (or, moregenerally, some border or geofence). Although a shoreline is used inthis example as a geofence boundary, it is noted that this techniqueapplies more generally to any type of geofence boundary, not just ashoreline. In various embodiments, and without limitation, using avelocity limit to enforce a geofence may be used alone or in combinationwith using a position limit, or other type of aircraft movement limit,to enforce a geofence, as needed or desired. A desired direction ofmovement may be indicated using some input device, such as, and withoutlimitation, a joystick. For example, suppose pilot pushed joystickforward so that the desired direction of movement is forward. Thedistance between aircraft and shoreline (900) along the forward desireddirection of movement may be calculated and (generally speaking) as thatdistance decreases, the velocity limit in that direction (in this case,the forward direction) would similarly decrease until it reaches zero.

A graph may be utilized to illustrate embodiments of velocity limitswhich may be adjusted based on a distance along a desired direction ofmovement to a shoreline. For example, and without limitation, the x-axismay represent the distance to shoreline along some desired direction ofmovement and the y-axis may represent velocity (e.g., along the desireddirection of movement). For instance, when aircraft is relatively farfrom shoreline (e.g. distance D1 or greater), velocity limit (e.g.,which may be set and/or adjusted per this technique) may be set arelatively high default and/or global value. If a horizontal linerepresents this, the area beneath this line would show the relevantpermitted velocities. Thus, at distances of D1 or greater (e.g., to theshoreline along the desired direction of movement), velocity limit(again, along the relevant desired direction of movement) may be set tosome global and/or default value. If aircraft gets closer to shoreline(e.g. distance less than D1 and greater than or equal to D2), velocitylimit may be reduced to less than default and/or global value (e.g.velocity limit V1) for distances between D2 and D1 to the shoreline.Again, this could be represented by another horizontal line on graphwith the area beneath this line showing the relevant permittedvelocities. If aircraft gets even closer to the shoreline (e.g. distanceless than D2 and greater than or equal to D3), velocity limit may befurther reduced (e.g. to velocity limit V2) for distances between D3 andD2 to the shoreline. Again, this could be represented by anotherhorizontal line on graph with the area beneath this line showing therelevant permitted velocities. Finally, at distances between 0 (zero)and D3 to shoreline, velocity limit may be reduced to zero. For example,even if pilot of an aircraft is in this range and is pushing joystick(or the like) forward, the aircraft will not fly forward because theforward velocity limit has been set to zero. As described above, thiskeeps aircraft over a body or region of water (e.g. lake or region oflake), even if there is some wind gust and/or sensor noise which mightotherwise inadvertently cause the aircraft to cross the shorelineboundary.

It should be noted, in accordance with some embodiments, that velocitylimit of zero (in region 0-D3) is specific for a current or givendesired direction of movement (in this case, forward) and other desireddirections of movement may have non-zero velocity limits which wouldpermit aircraft to fly in those directions. For example, suppose that anaircraft had continued to fly forward so that it was within region the0-D3 region with respect to forward direction of movement. Although thelimit on forward direction of movement is set to zero, other directionsof movement may have non-zero velocity limits. For example, and withoutlimitation, along a lateral desired direction of movement assume thatthe distance to the shoreline is greater than D1 such that the velocitylimit along lateral direction is set to some global and/or default valueso that the pilot can fly laterally (i.e., sideways, parallel to theshoreline) up to the default and/or global velocity limit, if and asdesired.

Some types of movement supported by an exemplary aircraft may not changethe effective distance to the shoreline and therefore may not be set orotherwise adjusted per the above-described technique. For example,exemplary aircraft may rotate about a vertical (yaw) axis of rotation.Such a rotation would not change the position of aircraft relative toshoreline and therefore any limit related to rotating about a vertical(yaw) axis of rotation may not be adjusted or otherwise set in themanner described here. Similarly, if so instructed by pilot, exemplaryaircraft may ascend or descend along the vertical (yaw) axis without anyfront-to-back or side-to-side (lateral) movement. This up-down type ofmovement also would not effectively move aircraft any closer to orfurther away from the shoreline and therefore a velocity limit in thevertical direction is not limited per the technique described here.

In accordance with some embodiments, by setting or otherwise adjustingvelocity limits in this more nuanced manner (e.g., instead of enforcingthe same limit for all velocities in all directions), aircraft may beforced to slow down in those directions which would bring it closer tothe shoreline (or, more generally, the geofence boundary) while notnecessarily limiting the velocity in other directions (e.g., which wouldmove the aircraft further away from the shoreline or which would noteffectively change the distance of the aircraft to the shoreline (e.g.,rotation)). Thus, even if aircraft flies up to shoreline and it is“touching” the shoreline, it can still fly away, for example, byrotating around a vertical (yaw) axis to face the center of the body ofwater and subsequently flying away from the shoreline, or by flyingbackwards away from the shoreline (e.g., without first rotating to facethe center of the body of water).

In one exemplary embodiment of how this example fits with method E,aircraft movement limit (e.g., referred to in a step or first step ofmethod E) may include a velocity limit and the value may be determinedbased at least in part on state information associated with aircraft(see, e.g., a step or first step of method E), which may includedetermining a distance along a desired direction of movement fromaircraft to a boundary (where the state information associated withaircraft may include the distance) and determining the value forvelocity limit based at least in part on the distance where a first,lower value is determined for the velocity limit based at least in parton a first, closer distance (e.g., region 0-D3 discussed above) and asecond, higher value is determined for the velocity limit based at leastin part on a second, further distance (e.g., region D3-D2 discussedabove).

In some embodiments, limits on deceleration (or, more generally,acceleration) or other limits may ensure that any limiting of a desiredvelocity (e.g., specified or requested by pilot) per the appropriatevelocity limit does not induce a sudden deceleration or otherundesirable effect (e.g., when generating a control signal (e.g. atthird step of method E) which enforces a velocity limit set using thistechnique). Stated differently, in some embodiments, any enforcement ofa velocity limit may be balanced with enforcement of one or more otherlimits (e.g., on deceleration) to produce a desirable flight experience(e.g., so long as in the long run velocity limit is eventually obeyed).

In some embodiments, a similar technique of adjusting or otherwisesetting velocity limits may be used to enforce a nucleoid (e.g.,bubble-like) type of geofence. In an exemplary embodiment, velocitylimits may be adjusted in order to enforce a nucleoid type of geofence.In this example, a bird's eye view may be envisioned of a first aircraftand a second aircraft wherein the two aircrafts are facing each other.To prevent collisions, each aircraft may have a conceptual or virtual“bubble” around it, such as a first bubble surrounding first aircraftand a second bubble surrounding second aircraft. As each aircraft movesabout, the corresponding bubble also moves so that the aircraft isalways at the center of the conceptual or virtual bubble (e.g., theaircraft may be envisioned to be like a nucleus with the bubblesurrounding it).

In such a nucleoid geofencing example, aircrafts should remain, forexample and without limitation, at least “2r” apart from each otherwhere “r” is the radius of the bubbles. In other words, bubbles maytouch, but they cannot overlap. In an exemplary state, first and secondbubbles may be touching but not overlapping. In this situation, forwardvelocity limits of two aircrafts may be set to zero because movingforward would cause the two bubbles to overlap (i.e., be closer than thepermitted distance of “2r”) and therefore the two aircrafts are notpermitted to fly forwards. A range of permitted and non-permitteddirections of movements for each aircraft may be mapped (for example, in2-D or 3-D space). Non-permitted directions of movements would bring theaircrafts closer to each other, that is, the bubbles would overlap.Within this range of non-permitted directions of movement, the velocitylimits in those directions may be set to zero so that the bubbles do notoverlap. However, if either pilot wished to fly their aircraft sideways(e.g., along lateral desired directions of movement), this couldincrease the distance between the two aircrafts and therefore there maybe no adjustment (e.g., no reduction) to a lateral velocity limit.Stated differently, there may be a non-zero (i.e., higher) velocitylimit for lateral direction(s) compared to forward direction(s). Forexample, lateral direction may not fall within the mapped space (whichrepresents the range of movement directions which would cause the twoaircrafts to move closer to each other).

In an exemplary embodiment, of how the above example may fit into methodE, aircraft movement limit (see, e.g., a step or first step of method E)may include a velocity limit and the value is determined based at leastin part on state information associated with aircraft (see, e.g., a stepor first step of method E), which may include determining whether adesired direction of movement would move aircraft closer to or furtheraway from a second aircraft. The desired direction of movement may be atype of state information associated with aircraft because (as anexample) the desired direction of movement may be received from, withoutlimitation, a joystick, or the like, associated with aircraft andtherefore the desired direction of movement would correspond to a state(e.g., pushed direction) of the joystick. In response to determiningthat desired direction of movement would move aircraft closer to secondaircraft, a first, lower value may be selected or otherwise determinedfor velocity limit (e.g., a velocity limit of zero may be selected forforward direction of second aircraft); in response to determining thatthe desired direction of movement would move aircraft further away fromthe second aircraft, a second, higher value may be selected or otherwisedetermined for velocity limit (e.g., a non-zero velocity limit may beselected for lateral direction of second aircraft).

As described herein, including above, other types of movement and/orrotation which increase or maintain the distance between two aircraftsare not necessarily restricted in this manner. For example, a diagonal(e.g., forward-left or forward-right) movement may be permitted, so longas the two bubbles (discussed above) do not overlap and the distancebetween the two aircrafts stays the same or increases. This may, forexample, permit the two aircrafts to “slide” by each other. Or, one ofthe aircrafts may rotate to face in another direction (i.e., away fromthe other aircraft) and fly away.

In some embodiments, in addition to the desired direction of movement(and whether that would bring the two aircrafts closer to each other),the value for the velocity limit may also be determined based on thecurrent distance between aircrafts. For example, pilots may find itannoying, counterintuitive, and/or inexplicable to have velocity limitsdrop when another aircraft is relatively far away. It may be moreintuitive and useful if velocity limits were only reduced when twoaircrafts are sufficiently close to each other. For example, thefollowing table may be used

TABLE 1 Example Velocity Limit (s) Based on Current Distance and DesiredDirection of Movement Current Distance Between Desired Direction ofAircrafts is Between Movement Velocity Limit (s) 0-10 feet DecreasesDistance Set to 0 (zero) Between Aircrafts 0-10 feet Increases DistanceSet to 3 MPH Between Aircrafts 10 feet or more N/A Set to Default/Global

In an exemplary embodiment, of how this may fit into method E, aircraftmovement limit (see, e.g., a step or first step of method E) may includea velocity limit and the value may be determined based at least in parton state information associated with aircraft (see, e.g., a step orfirst step of method E), which may include determining whether a desireddirection of movement would move aircraft closer to or further away froma second aircraft, determining a distance between aircraft and secondaircraft, and comparing the distance to a distance threshold. If (1) thedesired direction of movement would move aircraft closer to secondaircraft and (2) the distance does not exceed the distance threshold, afirst, lower value may be selected or otherwise determined for velocitylimit (see, e.g., the first row in Table 1). If (1) the desireddirection of movement would move aircraft further away from secondaircraft and (2) the distance does not exceed the distance threshold, asecond, higher value may be selected or otherwise determined forvelocity limit (see, e.g., the second row in Table 1).

A variety of techniques may efficaciously be utilized to calculatedistances between aircrafts. In one example, and without limitation,each aircraft may continuously broadcast its position (e.g., over awireless channel, or the like, among others). Each aircraft may listenfor the positions of other aircrafts in its vicinity and continuouslycalculate distances, as needed or desired.

In some embodiments, some of this distance calculation may performed bya base station to conserve power and/or processing resources on theaircrafts. For example, and without limitation, each aircraft maybroadcast its position (e.g., latitude, longitude, altitude, and thelike) over a wireless channel, or the like. Base station (and/or flightcontroller 124) may receive these positions, monitor relative distancesbetween aircrafts, and adjust velocity limits accordingly from basestation. For example, and without limitation, base station may send aninstruction to a specified aircraft in order to set aircraft movementlimit(s) on, for example, second aircraft MC2 but not on first aircraftMC1 (which are also discussed above). Alternatively, each aircraft maytrack distances and set velocity limits accordingly on its own, asneeded or desired.

In some embodiments, all of the aircraft may be treated like (point)charges with the same sign (e.g., a positive point charge or a negativepoint charge) and aircraft movement limit may be set in a manner thatmodels the repulsive force between two charges of the same sign. In anexemplary embodiment, a modeled repulsive force may be a type ofaircraft movement limit to enforce a geofence. For example, and withoutlimitations first and second aircrafts may both be (e.g., conceptually)associated with the same charge (for example, a negative point charge).To prevent the two aircrafts from colliding with each other and/orenforce a geofence, a type of aircraft movement limit referred to hereinas a modeled repulsive force may be set. The value of this modeledrepulsive force may be determined based on the distance between firstand second aircrafts such that the modeled repulsive force increases asthe two aircrafts get closer to each other. This is sometimes referredto as a repulsive potential field model. In one example, and withoutlimitation, per Coulomb's Law, the repulsive force between two pointcharges of the same sign (and ignoring the magnitude of the charge)varies inversely with the square of the distance between the two.

When control signal is generated for aircraft (see, e.g., at a fourthstep of method A), the modeled repulsive force may be used to model arepulsion between first aircraft and second aircraft. Naturally, as thetwo aircrafts get closer to each other, the value of the modeledrepulsive force would increase and the modeled repulsion will be morepronounced and/or noticeable.

In one example, and without limitation suppose that pilot of firstaircraft (e.g., MC1) may be pushing his/her joystick forwards so thatfirst aircraft flies towards second aircraft (e.g., MC2) (withoutlimitation, the two aircrafts are facing each other in this example).Suppose the two aircrafts get relatively close to each other and thenthe pilot lets go of his/her joystick so that the joystick goes into acentered and/or neutral position. Normally, releasing the joystick likethis may cause an aircraft to come to a gradual stop and then hoverin-place. However, at close distances, the non-negligible value of themodeled repulsive force would (at least in this example) cause firstaircraft to come to a stop and then “bounce back” away from secondaircraft as a way of modeling a repulsive force between the twoaircrafts since they are too close to each other. This may, for example,signal or otherwise remind pilot to stay away from the other aircraftand/or that the other aircraft is off limits. In some embodiments, asthe value of the modeled repulsive force increases (e.g., because thetwo aircrafts are closer to each other) the amount of displacement or“bounce back” may be greater.

In another example of how modeled repulsive force may be used to model arepulsion between two aircrafts, the modeled repulsive force maycorrespond to how much displacement in the joystick is required (e.g.,towards the other, repelling aircraft) in order for an aircraft to hoverin-place (e.g., when two aircrafts get too close to each other). Duringnormal operation (e.g., when one aircraft is not too close to anotheraircraft), a neutral or centered joystick position would cause theaircraft to hover in-place. However, in some embodiments, if firstaircraft and second aircraft are too close to each other, an active ordefinite displacement of the joystick, other hand control, or the like,may be required to keep the aircraft hovering in-place. In someembodiments, a pilot would have to push the joystick further away fromcenter in order to hover in-place more as two aircrafts get closer toeach other (e.g., a smaller joystick displacement may be sufficient forin-place hovering when two aircrafts are further away from each other).

In some embodiments, a process to set modeled repulsive force as a typeof aircraft movement limit may be exemplified by method F. In certainembodiments, method F relates to at least method A and its steps, amongother methods and/or steps as disclosed herein.

In a step or first step of method F, a value may be received foraircraft movement limit, wherein the aircraft movement limit may beassociated with a manned aircraft and the value may be determined basedat least in part on state information associated with the aircraft,which may include determining a distance between the aircraft and asecond aircraft, wherein the state information associated with theaircraft may include the distance, and determining the value for themodeled repulsive force based at least in part on the distance. Forexample, the value for the modeled repulsive force may be determined orotherwise calculated to be small and/or non-negligible numbers or valueswhen two aircrafts are relatively far apart. For simplicity, and withoutlimitation, the value for the modeled repulsive force may be determinedto be zero at distances greater than some threshold (e.g., so that arepulsive modeling or repulsive effect does not come into play atdistances above that threshold).

In another or next step of method F, aircraft movement limit mayautomatically be set to the value. For example, and without limitation,the modeled repulsive force may be set to the value calculated in themanner recited in the prior step.

In another or next step of method F, pilot instruction may be receivedfrom pilot. For example, and without limitation, pilot instruction maybe received through a joystick, some other input device, or the like.

In another or next step of method F, a control signal for aircraft maybe generated using pilot instruction and aircraft movement limit, whichmay include modeling repulsion between aircraft and a second aircraftbased at least in part on the modeled repulsive force. For example, asthe value of the modeled repulsive force increases, the control signalwould cause aircraft to exhibit more of repulsion between itself andsecond aircraft.

In some embodiments, control signal may cause aircraft to come to a stopand subsequently move away from second aircraft in response to an inputdevice of aircraft returning to a neutral position after being in aposition associated with aircraft flying towards second aircraft. Forexample, and without limitation, the larger the modeled repulsive forceis, the more “bounce back” there would be.

In some embodiments, an amount of displacement by an input device ofaircraft in order for aircraft to hover in-place may vary based at leastin part on the modeled repulsive force. For example, the larger themodeled repulsive force is, the more displacement from center (e.g., fora joystick) could be required to keep aircraft hovering in-place.

In some embodiments, an aircraft's altitude may be used to adjust orotherwise set a velocity limit. In an exemplary embodiment, differentaltitudes of aircrafts may affect their velocity limit(s). In thisexample, a first, higher aircraft may be at a high (e.g., absolute)altitude whereas a second, lower aircraft may be at a low (e.g.,absolute) altitude. In this example, and without limitation, firstaircraft may be at a high (absolute) altitude, for example, and withoutlimitation, on the order of 3 meters or higher. Second aircraft may beat a low (e.g., absolute) altitude, for example, and without limitation,at or below the threshold of 1 meter. If something happened to higherfirst aircraft (e.g., a propulsor or rotor malfunctions or goes out),the higher aircraft would have more time to slow down (e.g., using aparachute and/or by spinning up the working propulsors or rotors) beforehitting the water compared to the lower second aircraft. Stateddifferently, if both higher first aircraft and lower second aircraftwere traveling at the same forward velocity and hit the water due to apropulsor or rotor failure (as an example), the lower aircraft would bemore likely to hit the water at a higher and more dangerous velocitycompared to the higher aircraft. To prevent injury to pilot of lowersecond aircraft, as the aircraft approaches the surface of the water oneor more velocity limits may generally be reduced. In some embodiments,velocity limits in multiple or all directions (e.g., vertically,laterally, forward, within a horizontal plane, etc.) may be reduced.This may ensure that even if a low-flying aircraft crashes, it is goingslower so that there will be less damage.

Such a technique may also be used to slow an aircraft down at altitudeswhere there are more likely to be obstacles. For example, at 50 feet up,there may be no trees, power lines, or rooflines to worry about.However, at 10 feet up, pilot may have to maneuver around thoseobstacles and flying around those obstacles would be easier and safer ifaircraft had a lower velocity limit.

Unlike some earlier velocity limit examples, the lowest velocity limitin this example may be set to a non-zero value. Reducing velocitylimit(s) to zero at the lowest range of altitudes would prevent anaircraft from landing or more generally flying near to the ground orwater which could be undesirable. In some embodiments, similar to theshoreline distance graphical example discussed above, there may bemultiple step-downs or limit values applied. In some embodiments, thelimit values may be gradually or otherwise continuously decreased.

In an exemplary embodiment, of how this may fit into method E, aircraftmovement limit (see, e.g., step or first step of method E) may include avelocity limit and the value may be determined based at least in part onstate information associated with aircraft (see step or first step ofmethod E), which may include determining an altitude associated withaircraft (where the state information associated with aircraft includesthe altitude). The value for velocity limit may be determined based atleast in part on the altitude where a first, higher value may bedetermined for velocity limit based at least in part on a first, higheraltitude (see, e.g., higher first aircraft above) and a second, lowervalue may be determined for velocity limit based at least in part on asecond, lower altitude (see, e.g., lower second aircraft above).

In some embodiments, an aircraft's velocity may be used to select avalue for an attitude limit. In an exemplary embodiment, attitude limitmay be adjusted based on an aircraft's velocity. In such an example,propulsors or rotors of aircraft can break if too much stress is appliedto them. To prevent propulsors or rotors from snapping or otherwisebreaking, aircraft's attitude limit may be set or otherwise adjustedbased on the velocity of the aircraft. In this example, a first aircraftmay be flying at a relatively slow velocity. At this velocity,propulsors or rotors of first aircraft may be better able to withstandthe stress due to flying at this velocity and at larger attitudes (forexample, and without limitation, in a nose-down position). As such, thevalue for the attitude limit (a type of aircraft movement limit, amongothers) may be set to some larger, more permissive value. A secondaircraft may be flying at a faster velocity and may therefore be lessable to withstand the same, steeper attitude as that for first aircraft.As such, because of its faster velocity, a lower value may be selectedfor second aircraft's attitude limit. Generally speaking, as thevelocity of an aircraft increases, the value selected for an attitudelimit may be reduced. For completeness, it should be noted thatexemplary aircraft of such an example may be capable of flying in anose-up position and an attitude limit may relate to a limit on anose-up position and/or a nose-down position. In some embodiments, theremay be two independent and/or different attitude limits: one for thenose-up limit and one for the nose-down limit. In some embodiments, thetechnique described herein may be used to select a value for a nose-uplimit. In other embodiments, a value for a nose-down limit may beselected with efficacy, as needed or desired.

In an exemplary embodiment, of how this may fit into method E, aircraftmovement limit (e.g., referred to in a step or first step of method E)may include an attitude limit and the value may be determined based atleast in part on state information associated with aircraft (see, e.g.,a step or first step of method E), which may include determining avelocity associated with aircraft (where the state informationassociated with aircraft includes the velocity). The value for theattitude limit may be determined based at least in part on the velocitywherein a first, lower value is determined for the attitude limit basedat least in part on a first, higher velocity (see, e.g., second loweraircraft above) and a second, higher value may be determined for theattitude limit based at least in part on a second, lower velocity (see,e.g., first higher aircraft above).

In some embodiments, state information may be used to select a value foraircraft movement limit and may be associated with an electrical and/ornon-physical state. For example, state information may associated withmotor commands and/or thrust signals. In an exemplary embodiment, apilot-induced oscillation in motor command and/or thrust may becorrected by a velocity limit. In such an example, a desired motorcommand or thrust signal and an actual motor command or thrust signalmay have some offset (e.g. phase lag or lead) as a function of time. Aninexperienced pilot may sometimes overcorrect which may introduce orotherwise causes an oscillation. The two signals (desired and actual)may gradually diverge over time (due to the pilot's actions) and beginto oscillate. These oscillations may grow larger and the phasedifference between the two signals may eventually approaches a 180°phase difference.

To address this, in some embodiments, when the system (e.g. controllersuch as flight controller 124 of FIG. 2A) detects that the phasedifference or lag between a desired (e.g., motor command and/or thrust)signal and an actual (e.g., motor command and/or thrust) exceeds somephase difference threshold, one or more velocity limits may be reduced.This may have the effect of dampening or otherwise reducing the inputfrom pilot (e.g., via joystick, other input device, or the like) so thatthe pilot cannot continue to introduce a pilot-induced oscillation.System, without the overcorrection from the pilot, would eventually beable to correct itself and the two signals should begin to convergeagain (e.g., characterized by a reduced phase lag). In some embodiments,once the phase lag goes down to some sufficient degree or amount,velocity limits may be returned to their previous values.

In an exemplary embodiment, of how this may fit into method E, aircraftmovement limit (e.g., referred to in a step or first step of method E)may include a velocity limit and the value may be determined based atleast in part on state information associated with aircraft (see, e.g.,step or first step of method E), which may include determining a phasedifference between a desired motor command signal and an actual motorcommand signal where the state information associated with the aircraftincludes the phase difference. The value for velocity limit may bedetermined based at least in part on the phase difference where a first,lower value may be determined for the velocity limit based at least inpart on a first, higher phase difference (e.g., when the phasedifference gets relatively close to 180°, the velocity limit is reduced)and a second, higher value is determined for the velocity limit based atleast in part on a second, lower phase difference (e.g., when the phasedifference goes back to normal or a nominal value closer to 0°, thevelocity limit is increased).

In some embodiments, a (e.g., training) flight or session may beevaluated (e.g., using some analysis process) to determine whether toincrease a constraint or limit (e.g., associated with position(including altitude), velocity, etc., among others) or keep it the same.For example, and without limitation, if a pilot demonstrated safe orgood pilot behavior, a constraint or limit may be increased. Otherwise,a constraint or limit may remain unchanged. Method G represents anexemplary process which may be used to determine a value for aircraftmovement limit by analyzed recorded flight information. In someembodiments, the process of method G may be performed by a centralserver, controller, or the like, managed by an aircraft manufacturer. Inthe context of method A, the value for aircraft movement limit receivedat a step or first step of method A may be selected or otherwisedetermined using the process of method G. One benefit, withoutlimitation, to this technique may be that aircraft movement limits canbe managed centrally and/or consistently (e.g., instead of having one(e.g., human) tester with stricter standards at one location and another(e.g., human) tester with looser standards at another location). Also,this technique may permit pilots to learn how to fly the aircraft and beassessed even if they are located in remote locations far from serviceand/or sales locations. In some embodiments, the process of method G maybe performed by a controller such as flight controller 124 of FIG. 2A.

At a step or first step of method G, recorded flight information,including an identifier associated with pilot, is received. For example,and without limitation, recorded flight information may include positioninformation, velocity information, and acceleration information fromwhen an aircraft is turned on until the aircraft is turned off. Invarious embodiments, recorded flight information may be exchanged via avariety of intermediary devices. In one example, there may be anapplication running on a smartphone which may communicate with aircraftand store recorded flight information. Recorded flight information maythen be sent from the application/smartphone to a central server (e.g.,when the app/smartphone has access to a WiFi connection and/or ischarging). In another example, recorded flight information may be sentto central server via a base station (such as those disclosed hereinincluding above). In some embodiments, recorded flight information maybe communicated via, for example and without limitation, a satellite, amobile network, radio, and the like, among others. Controller, such asflight controller 124 of FIG. 2A, and/or other computing device may beused to facilitate communication of recorded flight information, asneeded or desired.

At another or next step of method G, recorded flight information may beanalyzed. In various embodiments, the analysis tries to find orotherwise identify good or bad flying in recorded flight information.For example, a sudden acceleration or deceleration may be indicative ofsomeone who is reckless and/or cannot adequately control aircraft.Alternatively, smooth accelerations and decelerations may be indicativeof a safe pilot. Analysis may be done in any number of ways. In someembodiments, a machine learning process, model, algorithm and/or modelmay be utilized to conduct analysis. Any of the machine learningembodiments as disclosed herein may be used for this purpose, as neededor desired.

Some other examples may include looking for pilot-induced oscillation bycomparing a phase difference between an actual motor command and/orthrust signal and a desired motor command and/or thrust signal (asdiscussed above). Pilot-induced oscillation may be indicative of poorflying. And the number of pilot-induced oscillations in recorded flightinformation may be used to classify a pilot as a good (and/or safe)pilot versus a bad (and/or unsafe) pilot.

In some embodiments, recorded flight information may be analyzed toidentify a number of times a pilot tried to cross some boundary orotherwise enter a prohibited (air)space where aircraft automaticallyprevents the pilot from entering (e.g., a geofence). This number ofattempted incursions may be used to classify pilot. In some embodiments,aircraft may not be prohibited from flying in a particular airspace(e.g., there is no geofence to keep the aircraft out) but flying in thatspace may be undesirable and/or unsafe. For example, although notprohibited from flying over land, it may be preferable or desirable thataircraft stay over water since this may be safer in the event of acrash. In some embodiments, the number of times or time spent over land,or a particular terrain, may be assessed. Some standards for ultralightaircraft may prohibit such aircraft from flying at night, as well asover inhabited areas and recorded flight information may be analyzed forthis type of behavior.

In some embodiments, aircraft may issue a warning but may notautomatically prevent pilot from flying in a particular manner. Forexample, warning may relate to flying too low or high, flying too fast,etc. In some embodiments, if flight behavior (e.g., once a warning isissued) does not change within a certain amount of time, pilot may beassumed or otherwise determined to be ignoring the warning and theanalysis of recorded flight information may count the number of ignoredwarnings in order to classify pilot.

At another or next step of method G, value for aircraft movement limitmay be determined based at least in part on the analysis of recordedflight information. For example, if bad flying behavior is detected, thesame or a more restrictive value for aircraft movement limit may beselected or otherwise determined (e.g., keep altitude limits, velocitylimits, and/or distance from shoreline limits the same or reduce).Alternatively, if good flying behavior is detected, then more permissivevalues may be selected or otherwise determined (e.g., increase altitudelimits, velocity limits, and/or distance from shoreline limits).

At another or next step of method G, the value for aircraft movement maybe sent to aircraft using the identifier associated with pilot. Forexample, aircraft, as part of the starting up may identify pilot andretrieve the appropriate aircraft movement limits for that pilot. Avariety of methods may be used to perform this step of method G. Forexample, all values for all pilots could be pushed out and aircraftselects the appropriate values based on the pilot's identifier. Or, apull technique could be used where aircraft uploads pilot's identifierto central server, controller, computing device, or the like, and theappropriate value(s) for that pilot is/are downloaded in response. Asbefore, this information may be exchanged via an application (app)running on a smartphone, a base station or a controller (e.g. flightcontroller 124 of FIG. 2A).

In some embodiments, multiple pilots have access to a given flyer oraircraft. A variety of techniques may be used to uniquely identify apilot (e.g., biometrics, a code/password, a fob or other near-fieldidentifier, an app running on a smartphone, etc.). In some embodiments,a startup sequence may include identifying the pilot and loading thosepilot's limits or constraints into system, controller such as flightcontroller 124 of FIG. 2A, computing device, or the like. In variousembodiments, limits or other settings associated with a pilot may bestored locally and/or remotely/centrally, as needed or desired. Forexample, aircraft may store a limited number of settings (includinglimits) locally on the aircraft. If it cannot locate a pilot's settingsthere, it may go to some server, controller, computing device, or thelike (e.g., at base station or via the base station). If a pilot'ssettings cannot be located (e.g., a new pilot), then some defaultsettings and/or limits may be loaded.

Such a process may be useful because aircraft can start out in a “safemode” for novice users and gradually open up the configurations or modes(e.g., permit faster flight, higher flight, etc.) even in remotelocations where there may be no instructor or evaluator present toevaluate the quality of pilot's flying in person. Analyzing recordedflight information may also apply a uniform standard across all pilotswhereas human assessment can be inconsistent between one person andanother (e.g., one instructor or evaluator may be more lenient and/orhave lower standards about flying than another instructor or evaluator).

Now referring to FIG. 3 , an exemplary embodiment 300 of a flightcontroller 304 is illustrated. As used in this disclosure a “flightcontroller” is a computing device of a plurality of computing devicesdedicated to data storage, security, distribution of traffic for loadbalancing, and flight instruction. Flight controller 304 may includeand/or communicate with any computing device as described in thisdisclosure, including without limitation a microcontroller,microprocessor, digital signal processor (DSP) and/or system on a chip(SoC) as described in this disclosure. Further, flight controller 304may include a single computing device operating independently, or mayinclude two or more computing device operating in concert, in parallel,sequentially or the like; two or more computing devices may be includedtogether in a single computing device or in two or more computingdevices. In embodiments, flight controller 304 may be installed in anaircraft, may control the aircraft remotely, and/or may include anelement installed in the aircraft and a remote element in communicationtherewith. Any of the flight controllers as disclosed herein, includingflight controller 124 of FIG. 1 and FIG. 2A and flight controller 304 ofFIG. 3 , may efficaciously be used in conjunction with any of theembodiments as disclosed herein, including embodiments of systems andmethods for controlling flight boundary of an aircraft (e.g. system 100of FIG. 2A).

In an embodiment, and still referring to FIG. 3 , flight controller 304may include a signal transformation component 308. As used in thisdisclosure a “signal transformation component” is a component thattransforms and/or converts a first signal to a second signal, wherein asignal may include one or more digital and/or analog signals. Forexample, and without limitation, signal transformation component 308 maybe configured to perform one or more operations such as preprocessing,lexical analysis, parsing, semantic analysis, and the like thereof. Inan embodiment, and without limitation, signal transformation component308 may include one or more analog-to-digital convertors that transforma first signal of an analog signal to a second signal of a digitalsignal. For example, and without limitation, an analog-to-digitalconverter may convert an analog input signal to a 10-bit binary digitalrepresentation of that signal. In another embodiment, signaltransformation component 308 may include transforming one or morelow-level languages such as, but not limited to, machine languagesand/or assembly languages. For example, and without limitation, signaltransformation component 308 may include transforming a binary languagesignal to an assembly language signal. In an embodiment, and withoutlimitation, signal transformation component 308 may include transformingone or more high-level languages and/or formal languages such as but notlimited to alphabets, strings, and/or languages. For example, andwithout limitation, high-level languages may include one or more systemlanguages, scripting languages, domain-specific languages, visuallanguages, esoteric languages, and the like thereof. As a furthernon-limiting example, high-level languages may include one or morealgebraic formula languages, business data languages, string and listlanguages, object-oriented languages, and the like thereof.

Still referring to FIG. 3 , signal transformation component 308 may beconfigured to optimize an intermediate representation 312. As used inthis disclosure an “intermediate representation” is a data structureand/or code that represents the input signal. Signal transformationcomponent 308 may optimize intermediate representation as a function ofa data-flow analysis, dependence analysis, alias analysis, pointeranalysis, escape analysis, and the like thereof. In an embodiment, andwithout limitation, signal transformation component 308 may optimizeintermediate representation 312 as a function of one or more inlineexpansions, dead code eliminations, constant propagation, looptransformations, and/or automatic parallelization functions. In anotherembodiment, signal transformation component 308 may optimizeintermediate representation as a function of a machine dependentoptimization such as a peephole optimization, wherein a peepholeoptimization may rewrite short sequences of code into more efficientsequences of code. Signal transformation component 308 may optimizeintermediate representation to generate an output language, wherein an“output language,” as used herein, is the native machine language offlight controller 304. For example, and without limitation, nativemachine language may include one or more binary and/or numericallanguages.

In an embodiment, and without limitation, signal transformationcomponent 308 may include transform one or more inputs and outputs as afunction of an error correction code. An error correction code, alsoknown as error correcting code (ECC), is an encoding of a message or lotof data using redundant information, permitting recovery of corrupteddata. An ECC may include a block code, in which information is encodedon fixed-size packets and/or blocks of data elements such as symbols ofpredetermined size, bits, or the like. Reed-Solomon coding, in whichmessage symbols within a symbol set having q symbols are encoded ascoefficients of a polynomial of degree less than or equal to a naturalnumber k, over a finite field F with q elements; strings so encoded havea minimum hamming distance of k+1, and permit correction of (q−k−1)/2erroneous symbols. Block code may alternatively or additionally beimplemented using Golay coding, also known as binary Golay coding,Bose-Chaudhuri, Hocquenghuem (BCH) coding, multidimensional parity-checkcoding, and/or Hamming codes. An ECC may alternatively or additionallybe based on a convolutional code.

In an embodiment, and still referring to FIG. 3 , flight controller 304may include a reconfigurable hardware platform 316. A “reconfigurablehardware platform,” as used herein, is a component and/or unit ofhardware that may be reprogrammed, such that, for instance, a data pathbetween elements such as logic gates or other digital circuit elementsmay be modified to change an algorithm, state, logical sequence, or thelike of the component and/or unit. This may be accomplished with suchflexible high-speed computing fabrics as field-programmable gate arrays(FPGAs), which may include a grid of interconnected logic gates,connections between which may be severed and/or restored to program inmodified logic. Reconfigurable hardware platform 316 may be reconfiguredto enact any algorithm and/or algorithm selection process received fromanother computing device and/or created using machine-learningprocesses.

Still referring to FIG. 3 , reconfigurable hardware platform 316 mayinclude a logic component 320. As used in this disclosure a “logiccomponent” is a component that executes instructions on output language.For example, and without limitation, logic component may perform basicarithmetic, logic, controlling, input/output operations, and the likethereof. Logic component 320 may include any suitable processor, such aswithout limitation a component incorporating logical circuitry forperforming arithmetic and logical operations, such as an arithmetic andlogic unit (ALU), which may be regulated with a state machine anddirected by operational inputs from memory and/or sensors; logiccomponent 320 may be organized according to Von Neumann and/or Harvardarchitecture as a non-limiting example. Logic component 320 may include,incorporate, and/or be incorporated in, without limitation, amicrocontroller, microprocessor, digital signal processor (DSP), FieldProgrammable Gate Array (FPGA), Complex Programmable Logic Device(CPLD), Graphical Processing Unit (GPU), general purpose GPU, TensorProcessing Unit (TPU), analog or mixed signal processor, TrustedPlatform Module (TPM), a floating point unit (FPU), and/or system on achip (SoC). In an embodiment, logic component 320 may include one ormore integrated circuit microprocessors, which may contain one or morecentral processing units, central processors, and/or main processors, ona single metal-oxide-semiconductor chip. Logic component 320 may beconfigured to execute a sequence of stored instructions to be performedon the output language and/or intermediate representation 312. Logiccomponent 320 may be configured to fetch and/or retrieve the instructionfrom a memory cache, wherein a “memory cache,” as used in thisdisclosure, is a stored instruction set on flight controller 304. Logiccomponent 320 may be configured to decode the instruction retrieved fromthe memory cache to opcodes and/or operands. Logic component 320 may beconfigured to execute the instruction on intermediate representation 312and/or output language. For example, and without limitation, logiccomponent 320 may be configured to execute an addition operation onintermediate representation 312 and/or output language.

In an embodiment, and without limitation, logic component 320 may beconfigured to calculate a flight element 324. As used in this disclosurea “flight element” is an element of datum denoting a relative status ofaircraft. For example, and without limitation, flight element 324 maydenote one or more torques, thrusts, airspeed velocities, forces,altitudes, groundspeed velocities, directions during flight, directionsfacing, forces, orientations, and the like thereof. For example, andwithout limitation, flight element 324 may denote that aircraft iscruising at an altitude and/or with a sufficient magnitude of forwardthrust. As a further non-limiting example, flight status may denote thatis building thrust and/or groundspeed velocity in preparation for atakeoff. As a further non-limiting example, flight element 324 maydenote that aircraft is following a flight path accurately and/orsufficiently.

Still referring to FIG. 3 , flight controller 304 may include a chipsetcomponent 328. As used in this disclosure a “chipset component” is acomponent that manages data flow. In an embodiment, and withoutlimitation, chipset component 328 may include a northbridge data flowpath, wherein the northbridge dataflow path may manage data flow fromlogic component 320 to a high-speed device and/or component, such as aRAM, graphics controller, and the like thereof. In another embodiment,and without limitation, chipset component 328 may include a southbridgedata flow path, wherein the southbridge dataflow path may manage dataflow from logic component 320 to lower-speed peripheral buses, such as aperipheral component interconnect (PCI), industry standard architecture(ICA), and the like thereof. In an embodiment, and without limitation,southbridge data flow path may include managing data flow betweenperipheral connections such as ethernet, USB, audio devices, and thelike thereof. Additionally or alternatively, chipset component 328 maymanage data flow between logic component 320, memory cache, and a flightcomponent 108. As used in this disclosure (and with particular referenceto FIG. 3 ) a “flight component” is a portion of an aircraft that can bemoved or adjusted to affect one or more flight elements. For example,flight component 108 may include a component used to affect theaircrafts' roll and pitch which may comprise one or more ailerons. As afurther example, flight component 108 may include a rudder to controlyaw of an aircraft. In an embodiment, chipset component 328 may beconfigured to communicate with a plurality of flight components as afunction of flight element 324. For example, and without limitation,chipset component 328 may transmit to an aircraft rotor to reduce torqueof a first lift propulsor and increase the forward thrust produced by apusher component to perform a flight maneuver.

In an embodiment, and still referring to FIG. 3 , flight controller 304may be configured generate an autonomous function. As used in thisdisclosure an “autonomous function” is a mode and/or function of flightcontroller 304 that controls aircraft automatically. For example, andwithout limitation, autonomous function may perform one or more aircraftmaneuvers, take offs, landings, altitude adjustments, flight levelingadjustments, turns, climbs, and/or descents. As a further non-limitingexample, autonomous function may adjust one or more airspeed velocities,thrusts, torques, and/or groundspeed velocities. As a furthernon-limiting example, autonomous function may perform one or more flightpath corrections and/or flight path modifications as a function offlight element 324. In an embodiment, autonomous function may includeone or more modes of autonomy such as, but not limited to, autonomousmode, semi-autonomous mode, and/or non-autonomous mode. As used in thisdisclosure “autonomous mode” is a mode that automatically adjusts and/orcontrols aircraft and/or the maneuvers of aircraft in its entirety. Forexample, autonomous mode may denote that flight controller 304 willadjust the aircraft. As used in this disclosure a “semi-autonomous mode”is a mode that automatically adjusts and/or controls a portion and/orsection of aircraft. For example, and without limitation,semi-autonomous mode may denote that a pilot will control thepropulsors, wherein flight controller 304 will control the aileronsand/or rudders. As used in this disclosure “non-autonomous mode” is amode that denotes a pilot will control aircraft and/or maneuvers ofaircraft in its entirety.

In an embodiment, and still referring to FIG. 3 , flight controller 304may generate autonomous function as a function of an autonomousmachine-learning model. As used in this disclosure an “autonomousmachine-learning model” is a machine-learning model to produce anautonomous function output given flight element 324 and a pilot signal336 as inputs; this is in contrast to a non-machine learning softwareprogram where the commands to be executed are determined in advance by auser and written in a programming language. As used in this disclosure a“pilot signal” is an element of datum representing one or more functionsa pilot is controlling and/or adjusting. For example, pilot signal 336may denote that a pilot is controlling and/or maneuvering ailerons,wherein the pilot is not in control of the rudders and/or propulsors. Inan embodiment, pilot signal 336 may include an implicit signal and/or anexplicit signal. For example, and without limitation, pilot signal 336may include an explicit signal, wherein the pilot explicitly statesthere is a lack of control and/or desire for autonomous function. As afurther non-limiting example, pilot signal 336 may include an explicitsignal directing flight controller 304 to control and/or maintain aportion of aircraft, a portion of the flight plan, the entire aircraft,and/or the entire flight plan. As a further non-limiting example, pilotsignal 336 may include an implicit signal, wherein flight controller 304detects a lack of control such as by a malfunction, torque alteration,flight path deviation, and the like thereof. In an embodiment, andwithout limitation, pilot signal 336 may include one or more explicitsignals to reduce torque, and/or one or more implicit signals thattorque may be reduced due to reduction of airspeed velocity. In anembodiment, and without limitation, pilot signal 336 may include one ormore local and/or global signals. For example, and without limitation,pilot signal 336 may include a local signal that is transmitted by apilot and/or crew member. As a further non-limiting example, pilotsignal 336 may include a global signal that is transmitted by airtraffic control and/or one or more remote users that are incommunication with the pilot of aircraft. In an embodiment, pilot signal336 may be received as a function of a tri-state bus and/or multiplexorthat denotes an explicit pilot signal should be transmitted prior to anyimplicit or global pilot signal.

Still referring to FIG. 3 , autonomous machine-learning model mayinclude one or more autonomous machine-learning processes such assupervised, unsupervised, or reinforcement machine-learning processesthat flight controller 304 and/or a remote device may or may not use inthe generation of autonomous function. As used in this disclosure“remote device” is an external device to flight controller 304.Additionally or alternatively, autonomous machine-learning model mayinclude one or more autonomous machine-learning processes that afield-programmable gate array (FPGA) may or may not use in thegeneration of autonomous function. Autonomous machine-learning processmay include, without limitation machine learning processes such assimple linear regression, multiple linear regression, polynomialregression, support vector regression, ridge regression, lassoregression, elasticnet regression, decision tree regression, randomforest regression, logistic regression, logistic classification,K-nearest neighbors, support vector machines, kernel support vectormachines, naïve bayes, decision tree classification, random forestclassification, K-means clustering, hierarchical clustering,dimensionality reduction, principal component analysis, lineardiscriminant analysis, kernel principal component analysis, Q-learning,State Action Reward State Action (SARSA), Deep-Q network, Markovdecision processes, Deep Deterministic Policy Gradient (DDPG), or thelike thereof.

In an embodiment, and still referring to FIG. 3 , autonomous machinelearning model may be trained as a function of autonomous training data,wherein autonomous training data may correlate a flight element, pilotsignal, and/or simulation data to an autonomous function. For example,and without limitation, a flight element of an airspeed velocity, apilot signal of limited and/or no control of propulsors, and asimulation data of required airspeed velocity to reach the destinationmay result in an autonomous function that includes a semi-autonomousmode to increase thrust of the propulsors. Autonomous training data maybe received as a function of user-entered valuations of flight elements,pilot signals, simulation data, and/or autonomous functions. Flightcontroller 304 may receive autonomous training data by receivingcorrelations of flight element, pilot signal, and/or simulation data toan autonomous function that were previously received and/or determinedduring a previous iteration of generation of autonomous function.Autonomous training data may be received by one or more remote devicesand/or FPGAs that at least correlate a flight element, pilot signal,and/or simulation data to an autonomous function. Autonomous trainingdata may be received in the form of one or more user-enteredcorrelations of a flight element, pilot signal, and/or simulation datato an autonomous function.

Still referring to FIG. 3 , flight controller 304 may receive autonomousmachine-learning model from a remote device and/or FPGA that utilizesone or more autonomous machine learning processes, wherein a remotedevice and an FPGA is described above in detail. For example, andwithout limitation, a remote device may include a computing device,external device, processor, FPGA, microprocessor and the like thereof.Remote device and/or FPGA may perform the autonomous machine-learningprocess using autonomous training data to generate autonomous functionand transmit the output to flight controller 304. Remote device and/orFPGA may transmit a signal, bit, datum, or parameter to flightcontroller 304 that at least relates to autonomous function.Additionally or alternatively, the remote device and/or FPGA may providean updated machine-learning model. For example, and without limitation,an updated machine-learning model may be comprised of a firmware update,a software update, an autonomous machine-learning process correction,and the like thereof. As a non-limiting example a software update mayincorporate a new simulation data that relates to a modified flightelement. Additionally or alternatively, the updated machine learningmodel may be transmitted to the remote device and/or FPGA, wherein theremote device and/or FPGA may replace the autonomous machine-learningmodel with the updated machine-learning model and generate theautonomous function as a function of the flight element, pilot signal,and/or simulation data using the updated machine-learning model. Theupdated machine-learning model may be transmitted by the remote deviceand/or FPGA and received by flight controller 304 as a software update,firmware update, or corrected autonomous machine-learning model. Forexample, and without limitation autonomous machine learning model mayutilize a neural net machine-learning process, wherein the updatedmachine-learning model may incorporate a gradient boostingmachine-learning process.

Still referring to FIG. 3 , flight controller 304 may include, beincluded in, and/or communicate with a mobile device such as a mobiletelephone or smartphone. Further, flight controller may communicate withone or more additional devices as described below in further detail viaa network interface device. The network interface device may be utilizedfor commutatively connecting a flight controller to one or more of avariety of networks, and one or more devices. Examples of a networkinterface device include, but are not limited to, a network interfacecard (e.g., a mobile network interface card, a LAN card), a modem, andany combination thereof. Examples of a network include, but are notlimited to, a wide area network (e.g., the Internet, an enterprisenetwork), a local area network (e.g., a network associated with anoffice, a building, a campus or other relatively small geographicspace), a telephone network, a data network associated with atelephone/voice provider (e.g., a mobile communications provider dataand/or voice network), a direct connection between two computingdevices, and any combinations thereof. The network may include anynetwork topology and can may employ a wired and/or a wireless mode ofcommunication.

In an embodiment, and still referring to FIG. 3 , flight controller 304may include, but is not limited to, for example, a cluster of flightcontrollers in a first location and a second flight controller orcluster of flight controllers in a second location. Flight controller304 may include one or more flight controllers dedicated to datastorage, security, distribution of traffic for load balancing, and thelike. Flight controller 304 may be configured to distribute one or morecomputing tasks as described below across a plurality of flightcontrollers, which may operate in parallel, in series, redundantly, orin any other manner used for distribution of tasks or memory betweencomputing devices. For example, and without limitation, flightcontroller 304 may implement a control algorithm to distribute and/orcommand the plurality of flight controllers. As used in this disclosurea “control algorithm” is a finite sequence of well-defined computerimplementable instructions that may determine the flight component ofthe plurality of flight components to be adjusted. For example, andwithout limitation, control algorithm may include one or more algorithmsthat reduce and/or prevent aviation asymmetry. As a further non-limitingexample, control algorithms may include one or more models generated asa function of a software including, but not limited to Simulink byMathWorks, Natick, Mass., USA. In an embodiment, and without limitation,control algorithm may be configured to generate an auto-code, wherein an“auto-code,” is used herein, is a code and/or algorithm that isgenerated as a function of the one or more models and/or software's. Inanother embodiment, control algorithm may be configured to produce asegmented control algorithm. As used in this disclosure a “segmentedcontrol algorithm” is control algorithm that has been separated and/orparsed into discrete sections. For example, and without limitation,segmented control algorithm may parse control algorithm into two or moresegments, wherein each segment of control algorithm may be performed byone or more flight controllers operating on distinct flight components.

In an embodiment, and still referring to FIG. 3 , control algorithm maybe configured to determine a segmentation boundary as a function ofsegmented control algorithm. As used in this disclosure a “segmentationboundary” is a limit and/or delineation associated with the segments ofthe segmented control algorithm. For example, and without limitation,segmentation boundary may denote that a segment in the control algorithmhas a first starting section and/or a first ending section. As a furthernon-limiting example, segmentation boundary may include one or moreboundaries associated with an ability of flight component 108. In anembodiment, control algorithm may be configured to create an optimizedsignal communication as a function of segmentation boundary. Forexample, and without limitation, optimized signal communication mayinclude identifying the discrete timing required to transmit and/orreceive the one or more segmentation boundaries. In an embodiment, andwithout limitation, creating optimized signal communication furthercomprises separating a plurality of signal codes across the plurality offlight controllers. For example, and without limitation the plurality offlight controllers may include one or more formal networks, whereinformal networks transmit data along an authority chain and/or arelimited to task-related communications. As a further non-limitingexample, communication network may include informal networks, whereininformal networks transmit data in any direction. In an embodiment, andwithout limitation, the plurality of flight controllers may include achain path, wherein a “chain path,” as used herein, is a linearcommunication path comprising a hierarchy that data may flow through. Inan embodiment, and without limitation, the plurality of flightcontrollers may include an all-channel path, wherein an “all-channelpath,” as used herein, is a communication path that is not restricted toa particular direction. For example, and without limitation, data may betransmitted upward, downward, laterally, and the like thereof. In anembodiment, and without limitation, the plurality of flight controllersmay include one or more neural networks that assign a weighted value toa transmitted datum. For example, and without limitation, a weightedvalue may be assigned as a function of one or more signals denoting thata flight component is malfunctioning and/or in a failure state.

Still referring to FIG. 3 , the plurality of flight controllers mayinclude a master bus controller. As used in this disclosure a “masterbus controller” is one or more devices and/or components that areconnected to a bus to initiate a direct memory access transaction,wherein a bus is one or more terminals in a bus architecture. Master buscontroller may communicate using synchronous and/or asynchronous buscontrol protocols. In an embodiment, master bus controller may includeflight controller 304. In another embodiment, master bus controller mayinclude one or more universal asynchronous receiver-transmitters (UART).For example, and without limitation, master bus controller may includeone or more bus architectures that allow a bus to initiate a directmemory access transaction from one or more buses in the busarchitectures. As a further non-limiting example, master bus controllermay include one or more peripheral devices and/or components tocommunicate with another peripheral device and/or component and/or themaster bus controller. In an embodiment, master bus controller may beconfigured to perform bus arbitration. As used in this disclosure “busarbitration” is method and/or scheme to prevent multiple buses fromattempting to communicate with and/or connect to master bus controller.For example and without limitation, bus arbitration may include one ormore schemes such as a small computer interface system, wherein a smallcomputer interface system is a set of standards for physical connectingand transferring data between peripheral devices and master buscontroller by defining commands, protocols, electrical, optical, and/orlogical interfaces. In an embodiment, master bus controller may receiveintermediate representation 312 and/or output language from logiccomponent 320, wherein output language may include one or moreanalog-to-digital conversions, low bit rate transmissions, messageencryptions, digital signals, binary signals, logic signals, analogsignals, and the like thereof described above in detail.

Still referring to FIG. 3 , master bus controller may communicate with aslave bus. As used in this disclosure a “slave bus” is one or moreperipheral devices and/or components that initiate a bus transfer. Forexample, and without limitation, slave bus may receive one or morecontrols and/or asymmetric communications from master bus controller,wherein slave bus transfers data stored to master bus controller. In anembodiment, and without limitation, slave bus may include one or moreinternal buses, such as but not limited to a/an internal data bus,memory bus, system bus, front-side bus, and the like thereof. In anotherembodiment, and without limitation, slave bus may include one or moreexternal buses such as external flight controllers, external computers,remote devices, printers, aircraft computer systems, flight controlsystems, and the like thereof.

In an embodiment, and still referring to FIG. 3 , control algorithm mayoptimize signal communication as a function of determining one or morediscrete timings. For example, and without limitation master buscontroller may synchronize timing of the segmented control algorithm byinjecting high priority timing signals on a bus of the master buscontrol. As used in this disclosure a “high priority timing signal” isinformation denoting that the information is important. For example, andwithout limitation, high priority timing signal may denote that asection of control algorithm is of high priority and should be analyzedand/or transmitted prior to any other sections being analyzed and/ortransmitted. In an embodiment, high priority timing signal may includeone or more priority packets. As used in this disclosure a “prioritypacket” is a formatted unit of data that is communicated between theplurality of flight controllers. For example, and without limitation,priority packet may denote that a section of control algorithm should beused and/or is of greater priority than other sections.

Still referring to FIG. 3 , flight controller 304 may also beimplemented using a “shared nothing” architecture in which data iscached at the worker, in an embodiment, this may enable scalability ofaircraft and/or computing device. Flight controller 304 may include adistributer flight controller. As used in this disclosure a “distributerflight controller” is a component that adjusts and/or controls aplurality of flight components as a function of a plurality of flightcontrollers. For example, distributer flight controller may include aflight controller that communicates with a plurality of additionalflight controllers and/or clusters of flight controllers. In anembodiment, distributed flight control may include one or more neuralnetworks. For example, neural network also known as an artificial neuralnetwork, is a network of “nodes,” or data structures having one or moreinputs, one or more outputs, and a function determining outputs based oninputs. Such nodes may be organized in a network, such as withoutlimitation a convolutional neural network, including an input layer ofnodes, one or more intermediate layers, and an output layer of nodes.Connections between nodes may be created via the process of “training”the network, in which elements from a training dataset are applied tothe input nodes, a suitable training algorithm (such asLevenberg-Marquardt, conjugate gradient, simulated annealing, or otheralgorithms) is then used to adjust the connections and weights betweennodes in adjacent layers of the neural network to produce the desiredvalues at the output nodes. This process is sometimes referred to asdeep learning.

Still referring to FIG. 3 , a node may include, without limitation aplurality of inputs x_(i) that may receive numerical values from inputsto a neural network containing the node and/or from other nodes. Nodemay perform a weighted sum of inputs using weights w_(i) that aremultiplied by respective inputs x_(i). Additionally or alternatively, abias b may be added to the weighted sum of the inputs such that anoffset is added to each unit in the neural network layer that isindependent of the input to the layer. The weighted sum may then beinput into a function φ, which may generate one or more outputs y.Weight w_(i) applied to an input x_(i) may indicate whether the input is“excitatory,” indicating that it has strong influence on the one or moreoutputs y, for instance by the corresponding weight having a largenumerical value, and/or a “inhibitory,” indicating it has a weak effectinfluence on the one more inputs y, for instance by the correspondingweight having a small numerical value. The values of weights w_(i) maybe determined by training a neural network using training data, whichmay be performed using any suitable process as described above. In anembodiment, and without limitation, a neural network may receivesemantic units as inputs and output vectors representing such semanticunits according to weights w_(i) that are derived using machine-learningprocesses as described in this disclosure.

Still referring to FIG. 3 , flight controller may include asub-controller 340. As used in this disclosure a “sub-controller” is acontroller and/or component that is part of a distributed controller asdescribed above; for instance, flight controller 304 may be and/orinclude a distributed flight controller made up of one or moresub-controllers. For example, and without limitation, sub-controller 340may include any controllers and/or components thereof that are similarto distributed flight controller and/or flight controller as describedabove. Sub-controller 340 may include any component of any flightcontroller as described above. Sub-controller 340 may be implemented inany manner suitable for implementation of a flight controller asdescribed above. As a further non-limiting example, sub-controller 340may include one or more processors, logic components and/or computingdevices capable of receiving, processing, and/or transmitting dataacross the distributed flight controller as described above. As afurther non-limiting example, sub-controller 340 may include acontroller that receives a signal from a first flight controller and/orfirst distributed flight controller component and transmits the signalto a plurality of additional sub-controllers and/or flight components.

Still referring to FIG. 3 , flight controller may include aco-controller 344. As used in this disclosure a “co-controller” is acontroller and/or component that joins flight controller 304 ascomponents and/or nodes of a distributer flight controller as describedabove. For example, and without limitation, co-controller 344 mayinclude one or more controllers and/or components that are similar toflight controller 304. As a further non-limiting example, co-controller344 may include any controller and/or component that joins flightcontroller 304 to distributer flight controller. As a furthernon-limiting example, co-controller 344 may include one or moreprocessors, logic components and/or computing devices capable ofreceiving, processing, and/or transmitting data to and/or from flightcontroller 304 to distributed flight control system. Co-controller 344may include any component of any flight controller as described above.Co-controller 344 may be implemented in any manner suitable forimplementation of a flight controller as described above.

In an embodiment, and with continued reference to FIG. 3 , flightcontroller 304 may be designed and/or configured to perform any method,method step, or sequence of method steps in any embodiment described inthis disclosure, in any order and with any degree of repetition. Forinstance, flight controller 304 may be configured to perform a singlestep or sequence repeatedly until a desired or commanded outcome isachieved; repetition of a step or a sequence of steps may be performediteratively and/or recursively using outputs of previous repetitions asinputs to subsequent repetitions, aggregating inputs and/or outputs ofrepetitions to produce an aggregate result, reduction or decrement ofone or more variables such as global variables, and/or division of alarger processing task into a set of iteratively addressed smallerprocessing tasks. Flight controller may perform any step or sequence ofsteps as described in this disclosure in parallel, such assimultaneously and/or substantially simultaneously performing a step twoor more times using two or more parallel threads, processor cores, orthe like; division of tasks between parallel threads and/or processesmay be performed according to any protocol suitable for division oftasks between iterations. Persons skilled in the art, upon reviewing theentirety of this disclosure, will be aware of various ways in whichsteps, sequences of steps, processing tasks, and/or data may besubdivided, shared, or otherwise dealt with using iteration, recursion,and/or parallel processing.

Referring now to FIG. 4 , an exemplary embodiment of a machine-learningmodule 400 that may perform one or more machine-learning processes asdescribed in this disclosure is illustrated. Machine-learning module mayperform determinations, classification, and/or analysis steps, methods,processes, or the like as described in this disclosure using machinelearning processes. A “machine-learning process,” as used in thisdisclosure, is a process that automatedly uses training data 404 togenerate an algorithm that will be performed by a computingdevice/module to produce outputs 408 given data provided as inputs 412;this is in contrast to a non-machine learning software program where thecommands to be executed are determined in advance by a user and writtenin a programming language. Any of the machine-learning embodiments asdisclosed herein, including machine-learning embodiments described withreference to FIG. 4 , may efficaciously be used in conjunction with anyof the embodiments as disclosed herein, including embodiments of systemsand methods for controlling flight boundary of an aircraft (e.g. system100 of FIG. 2A) and embodiments of controllers (e.g. flight controller124 of FIG. 1 and FIG. 2A and flight controller 304 of FIG. 3 ).

Still referring to FIG. 4 , “training data,” as used herein, is datacontaining correlations that a machine-learning process may use to modelrelationships between two or more categories of data elements. Forinstance, and without limitation, training data 404 may include aplurality of data entries, each entry representing a set of dataelements that were recorded, received, and/or generated together; dataelements may be correlated by shared existence in a given data entry, byproximity in a given data entry, or the like. Multiple data entries intraining data 404 may evince one or more trends in correlations betweencategories of data elements; for instance, and without limitation, ahigher value of a first data element belonging to a first category ofdata element may tend to correlate to a higher value of a second dataelement belonging to a second category of data element, indicating apossible proportional or other mathematical relationship linking valuesbelonging to the two categories. Multiple categories of data elementsmay be related in training data 404 according to various correlations;correlations may indicate causative and/or predictive links betweencategories of data elements, which may be modeled as relationships suchas mathematical relationships by machine-learning processes as describedin further detail below. Training data 404 may be formatted and/ororganized by categories of data elements, for instance by associatingdata elements with one or more descriptors corresponding to categoriesof data elements. As a non-limiting example, training data 404 mayinclude data entered in standardized forms by persons or processes, suchthat entry of a given data element in a given field in a form may bemapped to one or more descriptors of categories. Elements in trainingdata 404 may be linked to descriptors of categories by tags, tokens, orother data elements; for instance, and without limitation, training data404 may be provided in fixed-length formats, formats linking positionsof data to categories such as comma-separated value (CSV) formats and/orself-describing formats such as extensible markup language (XML),JavaScript Object Notation (JSON), or the like, enabling processes ordevices to detect categories of data.

Alternatively or additionally, and continuing to refer to FIG. 4 ,training data 404 may include one or more elements that are notcategorized; that is, training data 404 may not be formatted or containdescriptors for some elements of data. Machine-learning algorithmsand/or other processes may sort training data 404 according to one ormore categorizations using, for instance, natural language processingalgorithms, tokenization, detection of correlated values in raw data andthe like; categories may be generated using correlation and/or otherprocessing algorithms. As a non-limiting example, in a corpus of text,phrases making up a number “n” of compound words, such as nouns modifiedby other nouns, may be identified according to a statisticallysignificant prevalence of n-grams containing such words in a particularorder; such an n-gram may be categorized as an element of language suchas a “word” to be tracked similarly to single words, generating a newcategory as a result of statistical analysis. Similarly, in a data entryincluding some textual data, a person's name may be identified byreference to a list, dictionary, or other compendium of terms,permitting ad-hoc categorization by machine-learning algorithms, and/orautomated association of data in the data entry with descriptors or intoa given format. The ability to categorize data entries automatedly mayenable the same training data 404 to be made applicable for two or moredistinct machine-learning algorithms as described in further detailbelow. Training data 404 used by machine-learning module 400 maycorrelate any input data as described in this disclosure to any outputdata as described in this disclosure. As a non-limiting illustrativeexample flight elements and/or pilot signals may be inputs, wherein anoutput may be an autonomous function.

Further referring to FIG. 4 , training data may be filtered, sorted,and/or selected using one or more supervised and/or unsupervisedmachine-learning processes and/or models as described in further detailbelow; such models may include without limitation a training dataclassifier 416. Training data classifier 416 may include a “classifier,”which as used in this disclosure is a machine-learning model as definedbelow, such as a mathematical model, neural net, or program generated bya machine learning algorithm known as a “classification algorithm,” asdescribed in further detail below, that sorts inputs into categories orbins of data, outputting the categories or bins of data and/or labelsassociated therewith. A classifier may be configured to output at leasta datum that labels or otherwise identifies a set of data that areclustered together, found to be close under a distance metric asdescribed below, or the like. Machine-learning module 400 may generate aclassifier using a classification algorithm, defined as a processeswhereby a computing device and/or any module and/or component operatingthereon derives a classifier from training data 404. Classification maybe performed using, without limitation, linear classifiers such aswithout limitation logistic regression and/or naive Bayes classifiers,nearest neighbor classifiers such as k-nearest neighbors classifiers,support vector machines, least squares support vector machines, fisher'slinear discriminant, quadratic classifiers, decision trees, boostedtrees, random forest classifiers, learning vector quantization, and/orneural network-based classifiers. As a non-limiting example, trainingdata classifier 416 may classify elements of training data tosub-categories of flight elements such as torques, forces, thrusts,directions, and the like thereof.

Still referring to FIG. 4 , machine-learning module 400 may beconfigured to perform a lazy-learning process 420 and/or protocol, whichmay alternatively be referred to as a “lazy loading” or“call-when-needed” process and/or protocol, may be a process wherebymachine learning is conducted upon receipt of an input to be convertedto an output, by combining the input and training set to derive thealgorithm to be used to produce the output on demand. For instance, aninitial set of simulations may be performed to cover an initialheuristic and/or “first guess” at an output and/or relationship. As anon-limiting example, an initial heuristic may include a ranking ofassociations between inputs and elements of training data 404. Heuristicmay include selecting some number of highest-ranking associations and/ortraining data 404 elements. Lazy learning may implement any suitablelazy learning algorithm, including without limitation a K-nearestneighbors algorithm, a lazy naïve Bayes algorithm, or the like; personsskilled in the art, upon reviewing the entirety of this disclosure, willbe aware of various lazy-learning algorithms that may be applied togenerate outputs as described in this disclosure, including withoutlimitation lazy learning applications of machine-learning algorithms asdescribed in further detail below.

Alternatively or additionally, and with continued reference to FIG. 4 ,machine-learning processes as described in this disclosure may be usedto generate machine-learning models 424. A “machine-learning model,” asused in this disclosure, is a mathematical and/or algorithmicrepresentation of a relationship between inputs and outputs, asgenerated using any machine-learning process including withoutlimitation any process as described above, and stored in memory; aninput is submitted to a machine-learning model 424 once created, whichgenerates an output based on the relationship that was derived. Forinstance, and without limitation, a linear regression model, generatedusing a linear regression algorithm, may compute a linear combination ofinput data using coefficients derived during machine-learning processesto calculate an output datum. As a further non-limiting example, amachine-learning model 424 may be generated by creating an artificialneural network, such as a convolutional neural network comprising aninput layer of nodes, one or more intermediate layers, and an outputlayer of nodes. Connections between nodes may be created via the processof “training” the network, in which elements from a training data 404set are applied to the input nodes, a suitable training algorithm (suchas Levenberg-Marquardt, conjugate gradient, simulated annealing, orother algorithms) is then used to adjust the connections and weightsbetween nodes in adjacent layers of the neural network to produce thedesired values at the output nodes. This process is sometimes referredto as deep learning.

Still referring to FIG. 4 , machine-learning algorithms may include atleast a supervised machine-learning process 428. At least a supervisedmachine-learning process 428, as defined herein, include algorithms thatreceive a training set relating a number of inputs to a number ofoutputs, and seek to find one or more mathematical relations relatinginputs to outputs, where each of the one or more mathematical relationsis optimal according to some criterion specified to the algorithm usingsome scoring function. For instance, a supervised learning algorithm mayinclude flight elements and/or pilot signals as described above asinputs, autonomous functions as outputs, and a scoring functionrepresenting a desired form of relationship to be detected betweeninputs and outputs; scoring function may, for instance, seek to maximizethe probability that a given input and/or combination of elements inputsis associated with a given output to minimize the probability that agiven input is not associated with a given output. Scoring function maybe expressed as a risk function representing an “expected loss” of analgorithm relating inputs to outputs, where loss is computed as an errorfunction representing a degree to which a prediction generated by therelation is incorrect when compared to a given input-output pairprovided in training data 404. Persons skilled in the art, uponreviewing the entirety of this disclosure, will be aware of variouspossible variations of at least a supervised machine-learning process428 that may be used to determine relation between inputs and outputs.Supervised machine-learning processes may include classificationalgorithms as defined above.

Further referring to FIG. 4 , machine learning processes may include atleast an unsupervised machine-learning processes 432. An unsupervisedmachine-learning process, as used herein, is a process that derivesinferences in datasets without regard to labels; as a result, anunsupervised machine-learning process may be free to discover anystructure, relationship, and/or correlation provided in the data.Unsupervised processes may not require a response variable; unsupervisedprocesses may be used to find interesting patterns and/or inferencesbetween variables, to determine a degree of correlation between two ormore variables, or the like.

Still referring to FIG. 4 , machine-learning module 400 may be designedand configured to create a machine-learning model 424 using techniquesfor development of linear regression models. Linear regression modelsmay include ordinary least squares regression, which aims to minimizethe square of the difference between predicted outcomes and actualoutcomes according to an appropriate norm for measuring such adifference (e.g. a vector-space distance norm); coefficients of theresulting linear equation may be modified to improve minimization.Linear regression models may include ridge regression methods, where thefunction to be minimized includes the least-squares function plus termmultiplying the square of each coefficient by a scalar amount topenalize large coefficients. Linear regression models may include leastabsolute shrinkage and selection operator (LASSO) models, in which ridgeregression is combined with multiplying the least-squares term by afactor of 1 divided by double the number of samples. Linear regressionmodels may include a multi-task lasso model wherein the norm applied inthe least-squares term of the lasso model is the Frobenius normamounting to the square root of the sum of squares of all terms. Linearregression models may include the elastic net model, a multi-taskelastic net model, a least angle regression model, a LARS lasso model,an orthogonal matching pursuit model, a Bayesian regression model, alogistic regression model, a stochastic gradient descent model, aperceptron model, a passive aggressive algorithm, a robustnessregression model, a Huber regression model, or any other suitable modelthat may occur to persons skilled in the art upon reviewing the entiretyof this disclosure. Linear regression models may be generalized in anembodiment to polynomial regression models, whereby a polynomialequation (e.g. a quadratic, cubic or higher-order equation) providing abest predicted output/actual output fit is sought; similar methods tothose described above may be applied to minimize error functions, aswill be apparent to persons skilled in the art upon reviewing theentirety of this disclosure.

Continuing to refer to FIG. 4 , machine-learning algorithms may include,without limitation, linear discriminant analysis. Machine-learningalgorithm may include quadratic discriminate analysis. Machine-learningalgorithms may include kernel ridge regression. Machine-learningalgorithms may include support vector machines, including withoutlimitation support vector classification-based regression processes.Machine-learning algorithms may include stochastic gradient descentalgorithms, including classification and regression algorithms based onstochastic gradient descent. Machine-learning algorithms may includenearest neighbors algorithms. Machine-learning algorithms may includeGaussian processes such as Gaussian Process Regression. Machine-learningalgorithms may include cross-decomposition algorithms, including partialleast squares and/or canonical correlation analysis. Machine-learningalgorithms may include naïve Bayes methods. Machine-learning algorithmsmay include algorithms based on decision trees, such as decision treeclassification or regression algorithms. Machine-learning algorithms mayinclude ensemble methods such as bagging meta-estimator, forest ofrandomized tress, AdaBoost, gradient tree boosting, and/or votingclassifier methods. Machine-learning algorithms may include neural netalgorithms, including convolutional neural net processes.

Now referring to FIG. 5 , an exemplary embodiment of a method 500 forcontrolling a flight boundary of an aircraft is illustrated. Aircraftmay be any of the aircrafts as disclosed herein and described above withreference to at least FIG. 1 .

Still referring to FIG. 5 , at step 505, a plurality of flight datalinked with aircraft is received by a flight controller communicativelyconnected to aircraft. Flight data may include any of the flight data asdisclosed herein and described above with reference to at least FIG. 2A.Flight controller may include any of the flight controllers as disclosedherein and described above with reference to at least FIG. 1 , FIG. 2Aand FIG. 3 .

Still referring to FIG. 5 , at step 510, a flight boundary for aircraftis determined by flight controller as a function of plurality of flightdata. Flight boundary may include any of the flight boundaries asdisclosed herein and described above with reference to at least FIG. 2A.

Still referring to FIG. 5 , at step 515, an aircraft movement limit isset as a function of flight boundary by flight controller. Aircraftmovement limit may include any of the any of the aircraft movementlimits as disclosed herein and described above with reference to atleast FIG. 2A.

Continuing to refer to FIG. 5 , at step 520, a pilot instruction isreceived by flight controller. Pilot instruction may include any of thepilot instructions as disclosed herein and described above withreference to at least FIG. 2A.

With continued reference to FIG. 5 , at step 525, a control signal foraircraft is generated by flight controller as a function of aircraftmovement limit and pilot instruction. Control signal is configured tolimit movement of aircraft to within flight boundary. Control signal mayinclude any of the control signals as disclosed herein and describedabove with reference to at least FIG. 2A.

It is to be noted that any one or more of the aspects and embodimentsdescribed herein may be conveniently implemented using one or moremachines (e.g., one or more computing devices that are utilized as auser computing device for an electronic document, one or more serverdevices, such as a document server, etc.) programmed according to theteachings of the present specification, as will be apparent to those ofordinary skill in the computer art. Appropriate software coding canreadily be prepared by skilled programmers based on the teachings of thepresent disclosure, as will be apparent to those of ordinary skill inthe software art. Aspects and implementations discussed above employingsoftware and/or software modules may also include appropriate hardwarefor assisting in the implementation of the machine executableinstructions of the software and/or software module.

Such software may be a computer program product that employs amachine-readable storage medium. A machine-readable storage medium maybe any medium that is capable of storing and/or encoding a sequence ofinstructions for execution by a machine (e.g., a computing device) andthat causes the machine to perform any one of the methodologies and/orembodiments described herein. Examples of a machine-readable storagemedium include, but are not limited to, a magnetic disk, an optical disc(e.g., CD, CD-R, DVD, DVD-R, etc.), a magneto-optical disk, a read-onlymemory “ROM” device, a random access memory “RAM” device, a magneticcard, an optical card, a solid-state memory device, an EPROM, an EEPROM,and any combinations thereof. A machine-readable medium, as used herein,is intended to include a single medium as well as a collection ofphysically separate media, such as, for example, a collection of compactdiscs or one or more hard disk drives in combination with a computermemory. As used herein, a machine-readable storage medium does notinclude transitory forms of signal transmission.

Such software may also include information (e.g., data) carried as adata signal on a data carrier, such as a carrier wave. For example,machine-executable information may be included as a data-carrying signalembodied in a data carrier in which the signal encodes a sequence ofinstruction, or portion thereof, for execution by a machine (e.g., acomputing device) and any related information (e.g., data structures anddata) that causes the machine to perform any one of the methodologiesand/or embodiments described herein.

Examples of a computing device include, but are not limited to, anelectronic book reading device, a computer workstation, a terminalcomputer, a server computer, a handheld device (e.g., a tablet computer,a smartphone, etc.), a web appliance, a network router, a networkswitch, a network bridge, any machine capable of executing a sequence ofinstructions that specify an action to be taken by that machine, and anycombinations thereof. In one example, a computing device may includeand/or be included in a kiosk.

FIG. 6 shows a diagrammatic representation of one embodiment of acomputing device in the exemplary form of a computer system 600 withinwhich a set of instructions for causing a control system to perform anyone or more of the aspects and/or methodologies of the presentdisclosure may be executed. It is also contemplated that multiplecomputing devices may be utilized to implement a specially configuredset of instructions for causing one or more of the devices to performany one or more of the aspects and/or methodologies of the presentdisclosure. Computer system 600 includes a processor 604 and a memory608 that communicate with each other, and with other components, via abus 612. Bus 612 may include any of several types of bus structuresincluding, but not limited to, a memory bus, a memory controller, aperipheral bus, a local bus, and any combinations thereof, using any ofa variety of bus architectures.

Processor 604 may include any suitable processor, such as withoutlimitation a processor incorporating logical circuitry for performingarithmetic and logical operations, such as an arithmetic and logic unit(ALU), which may be regulated with a state machine and directed byoperational inputs from memory and/or sensors; processor 604 may beorganized according to Von Neumann and/or Harvard architecture as anon-limiting example. Processor 604 may include, incorporate, and/or beincorporated in, without limitation, a microcontroller, microprocessor,digital signal processor (DSP), Field Programmable Gate Array (FPGA),Complex Programmable Logic Device (CPLD), Graphical Processing Unit(GPU), general purpose GPU, Tensor Processing Unit (TPU), analog ormixed signal processor, Trusted Platform Module (TPM), a floating pointunit (FPU), and/or system on a chip (SoC).

Memory 608 may include various components (e.g., machine-readable media)including, but not limited to, a random-access memory component, a readonly component, and any combinations thereof. In one example, a basicinput/output system 616 (BIOS), including basic routines that help totransfer information between elements within computer system 600, suchas during start-up, may be stored in memory 608. Memory 608 may alsoinclude (e.g., stored on one or more machine-readable media)instructions (e.g., software) 620 embodying any one or more of theaspects and/or methodologies of the present disclosure. In anotherexample, memory 608 may further include any number of program modulesincluding, but not limited to, an operating system, one or moreapplication programs, other program modules, program data, and anycombinations thereof.

Computer system 600 may also include a storage device 624. Examples of astorage device (e.g., storage device 624) include, but are not limitedto, a hard disk drive, a magnetic disk drive, an optical disc drive incombination with an optical medium, a solid-state memory device, and anycombinations thereof. Storage device 624 may be connected to bus 612 byan appropriate interface (not shown). Example interfaces include, butare not limited to, SCSI, advanced technology attachment (ATA), serialATA, universal serial bus (USB), IEEE 1394 (FIREWIRE), and anycombinations thereof. In one example, storage device 624 (or one or morecomponents thereof) may be removably interfaced with computer system 600(e.g., via an external port connector (not shown)). Particularly,storage device 624 and an associated machine-readable medium 628 mayprovide nonvolatile and/or volatile storage of machine-readableinstructions, data structures, program modules, and/or other data forcomputer system 600. In one example, software 620 may reside, completelyor partially, within machine-readable medium 628. In another example,software 620 may reside, completely or partially, within processor 604.

Computer system 600 may also include an input device 632. In oneexample, a user of computer system 600 may enter commands and/or otherinformation into computer system 600 via input device 632. Examples ofan input device 632 include, but are not limited to, an alpha-numericinput device (e.g., a keyboard), a pointing device, a joystick, agamepad, an audio input device (e.g., a microphone, a voice responsesystem, etc.), a cursor control device (e.g., a mouse), a touchpad, anoptical scanner, a video capture device (e.g., a still camera, a videocamera), a touchscreen, and any combinations thereof. Input device 632may be interfaced to bus 612 via any of a variety of interfaces (notshown) including, but not limited to, a serial interface, a parallelinterface, a game port, a USB interface, a FIREWIRE interface, a directinterface to bus 612, and any combinations thereof. Input device 632 mayinclude a touch screen interface that may be a part of or separate fromdisplay 636, discussed further below. Input device 632 may be utilizedas a user selection device for selecting one or more graphicalrepresentations in a graphical interface as described above.

A user may also input commands and/or other information to computersystem 600 via storage device 624 (e.g., a removable disk drive, a flashdrive, etc.) and/or network interface device 640. A network interfacedevice, such as network interface device 640, may be utilized forconnecting computer system 600 to one or more of a variety of networks,such as network 644, and one or more remote devices 648 connectedthereto. Examples of a network interface device include, but are notlimited to, a network interface card (e.g., a mobile network interfacecard, a LAN card), a modem, and any combination thereof. Examples of anetwork include, but are not limited to, a wide area network (e.g., theInternet, an enterprise network), a local area network (e.g., a networkassociated with an office, a building, a campus or other relativelysmall geographic space), a telephone network, a data network associatedwith a telephone/voice provider (e.g., a mobile communications providerdata and/or voice network), a direct connection between two computingdevices, and any combinations thereof. A network, such as network 644,may employ a wired and/or a wireless mode of communication. In general,any network topology may be used. Information (e.g., data, software 620,etc.) may be communicated to and/or from computer system 600 via networkinterface device 640.

Computer system 600 may further include a video display adapter 652 forcommunicating a displayable image to a display device, such as displaydevice 636. Examples of a display device include, but are not limitedto, a liquid crystal display (LCD), a cathode ray tube (CRT), a plasmadisplay, a light emitting diode (LED) display, and any combinationsthereof. Display adapter 652 and display device 636 may be utilized incombination with processor 604 to provide graphical representations ofaspects of the present disclosure. In addition to a display device,computer system 600 may include one or more other peripheral outputdevices including, but not limited to, an audio speaker, a printer, andany combinations thereof. Such peripheral output devices may beconnected to bus 612 via a peripheral interface 656. Examples of aperipheral interface include, but are not limited to, a serial port, aUSB connection, a FIREWIRE connection, a parallel connection, and anycombinations thereof.

The foregoing has been a detailed description of illustrativeembodiments of the invention. Various modifications and additions can bemade without departing from the spirit and scope of this invention.Features of each of the various embodiments described above may becombined with features of other described embodiments as appropriate inorder to provide a multiplicity of feature combinations in associatednew embodiments. Furthermore, while the foregoing describes a number ofseparate embodiments, what has been described herein is merelyillustrative of the application of the principles of the presentinvention. Additionally, although particular methods herein may beillustrated and/or described as being performed in a specific order, theordering is highly variable within ordinary skill to achieve methods,systems, and software according to the present disclosure. Accordingly,this description is meant to be taken only by way of example, and not tootherwise limit the scope of this invention.

Exemplary embodiments have been disclosed above and illustrated in theaccompanying drawings. It will be understood by those skilled in the artthat various changes, omissions and additions may be made to that whichis specifically disclosed herein without departing from the spirit andscope of the present invention.

What is claimed is:
 1. A system for controlling a flight boundary of anaircraft, the system comprising: a pilot control configured to interfacewith a pilot and transmit a pilot instruction; a flight controller,wherein the flight controller is communicatively connected to the pilotcontrol and an aircraft, wherein the aircraft comprises ahybrid-electric aircraft, and wherein the flight controller isconfigured to: receive a plurality of flight data linked with theaircraft, wherein a flight datum of the plurality of flight datacomprises a flight component datum informing on the operation of aflight component, wherein the flight component comprises a propulsorcomponent, to which are attached a plurality of radial airfoil-sectionblades configured at a variable angle of attack; determine a flightboundary for the aircraft as a function of the plurality of flight data;set an aircraft movement limit as a function of the flight boundary,wherein setting an aircraft movement limit comprises receivinginstruction, which includes an aircraft identifier and a specified valueof the aircraft movement limit; receive the pilot instruction, whereinthe pilot instruction comprises an instruction to set the variable angleof attack; and generate a control signal for the aircraft as a functionof the aircraft movement limit and the pilot instruction, wherein thecontrol signal limits the aircraft to remain within the flight boundary;and an electric propulsor communicatively connected to the flightcontroller and configured to: receive the control signal; and controloperation as a function of the control signal.
 2. The system of claim 1,wherein the flight boundary defines a three dimensional space for aflight trajectory of the aircraft.
 3. The system of claim 1, whereindetermining the flight boundary for the aircraft further comprises:training a machine-learning process with training data correlatingaircraft flight data and aircraft flight boundary data; and generatingthe flight boundary for the aircraft as a function of themachine-learning process.
 4. The system of claim 1, wherein theplurality of flight data comprises a weather datum.
 5. The system ofclaim 1, wherein the plurality of flight data comprises a locationdatum.
 6. The system of claim 1, wherein the plurality of flight datacomprises a flight component datum.
 7. The system of claim 1, whereinthe plurality of flight data comprises an energy capacity datum.
 8. Thesystem of claim 1, wherein the plurality of flight data comprises anaircraft identity datum.
 9. The system of claim 1, wherein the aircraftcomprises an electric aircraft.
 10. The system of claim 1, wherein theaircraft comprises an electric vertical takeoff and landing (eVTOL)aircraft.
 11. A method for controlling a flight boundary of an aircraft,the method comprising: interfacing, by a pilot control, with a pilot;transmitting, by the pilot control, a pilot instruction; receiving, by aflight controller communicatively connected to the pilot control and anaircraft, wherein the aircraft comprises a hybrid-electric aircraft, aplurality of flight data linked with the aircraft, wherein a flightdatum of the plurality of flight data comprises a flight component datuminforming on the operation of a flight component, wherein the flightcomponent comprises a propulsor component, to which are attached aplurality of radial airfoil-section blades configured at a variableangle of attack; determining, by the flight controller, a flightboundary for the aircraft as a function of the plurality of flight data;setting, by the flight controller, an aircraft movement limit as afunction of the flight boundary, wherein setting an aircraft movementlimit comprises receiving instruction, which includes an aircraftidentifier and a specified value of the aircraft movement limit;receiving, by the flight controller, the pilot instruction, wherein thepilot instruction comprises an instruction to set the variable angle ofattack; and generating, by the flight controller, a control signal forthe aircraft as a function of the aircraft movement limit and the pilotinstruction, wherein the control signal limits the aircraft to remainwithin the flight boundary; and receiving, using an electric propulsorcommunicatively connected to the flight controller, the control signal;and controlling operation of the electric propulsor as a function of thecontrol signal.
 12. The method of claim 11, wherein determining theflight boundary for the aircraft further comprises: training amachine-learning process with training data correlating aircraft flightdata and aircraft flight boundary data; and generating the flightboundary for the aircraft as a function of the machine-learning process.13. The method of claim 11, wherein the plurality of flight datacomprises a weather datum.
 14. The method of claim 11, wherein theplurality of flight data comprises a location datum.
 15. The method ofclaim 11, wherein the plurality of flight data comprises a flightcomponent datum.
 16. The method of claim 11, wherein the plurality offlight data comprises an energy capacity datum.
 17. The method of claim11, wherein the plurality of flight data comprises an aircraft identitydatum.
 18. The method of claim 11, wherein the aircraft comprises anelectric aircraft.